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33  WiST  MAIN  STRHT 

WEBSTIR.N.Y.  145M 

(716)  •72-4303 


'^7^' 
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CIHM/ICMH 

Microfiche 

Series. 


N. 


CIHM/ICMH 
Collection  de 
microfiches. 


Canadian  Inatituta  for  Historical  IMicroraproductlons  /  Inatitut  Canadian  da  microraproductlons  historiquas 


Technical  and  Bibliographic  Notes/Notas  techniques  et  bibliographiques 


The  Institute  has  attempted  to  obtain  the  best 
original  copy  available  for  filming.  Features  of  this 
copy  which  may  be  bibliographically  unique, 
which  may  alter  any  of  the  images  in  the 
reproduction,  or  which  may  significantly  change 
the  usual  method  of  filming,  are  checked  below. 


L'Instltut  a  microfilm^  le  meilleur  exemplaire 
qu'il  lui  a  4t4  possible  de  se  procurer.  Les  details 
de  cet  exemplaire  qui  sont  peut-Atre  uniques  du 
point  de  vue  bibliographique,  qui  peuvent  modifier 
une  image  reproduite,  ou  qui  peuvent  exiger  une 
modification  dans  la  mAthode  normale  de  filmage 
sont  indiqute  ci-dessous. 


D 


Coloured  covers/ 
Couverture  de  couleur 


D 


Coloured  pages/ 
Pages  de  couleur 


D 


Covers  damaged/ 
Couverture  endommagie 


D 


Pages  damaged/ 
Pages  endommagtes 


D 


Covers  restored  and/or  laminated/ 
Couverture  restaur^e  et/ou  pelliculAe 


I      I    Cover  title  missing/ 


Le  titre  de  couverture  manque 


D 

0 


Pages  restored  and/or  laminated/ 
Pages  restaurdes  et/ou  pelliculAes 

Pages  discoloured,  stained  or  foxed/ 
Pages  d4color6e>9,  tacheties  ou  piquAes 


□    Coloured  maps/ 
Cartes  giographlques  en  couleur 


D 


Rapes  detached/ 
Pages  d6tach6es 


D 


Coloured  ink  (I.e.  other  than  blue  or  black)/ 
Encre  de  couleur  (i.e.  autre  que  bleue  ou  noire) 


0SSowthrough/ 


r'jnsparence 


D 
D 


Coloured  plates  and/or  illustrations/ 
Planches  et/ou  illustrations  en  couleur 

Bound  with  other  material/ 
Relii  avec  d'autres  documents 


I      I    Quality  of  print  varies/ 


Quality  inigale  de  I'impression 

Includes  supplementary  material/ 
Comprend  du  materiel  suppl^rrantaire 


D 


D 


Tight  binding  may  cause  shadows  or  distortion 
along  intericr  margin/ 

Lareliure  serrie  peut  causer  de  I'ombre  ou  de  la 
distortion  le  long  de  la  marge  intArieure 

Blank  leaves  added  during  restoration  may 
appear  within  the  text.  Whenever  possible,  these 
have  been  omitted  from  filming/ 
II  se  peut  que  certaines  pages  blanches  ajoutAes 
lors  d'une  restauration  apparaissent  dans  le  texte. 
mais.  lorsque  cela  6tait  possible,  ces  pages  n'ont 
pas  iti  filmAes. 


D 
D 


Only  edition  available/ 
Seule  Mition  disponible 

Pages  wholly  or  partially  obscured  by  errata 
slips,  tissues,  etc..  have  been  refilmed  to 
ensure  the  best  possible  image/ 
Les  pages  totalement  ou  partiellement 
obscurcies  par  un  feuillet  d'errata.  une  pelure. 
etc.,  ont  6x6  filmies  A  nouveau  de  fa^on  A 
obtenir  la  meilleure  image  possible. 


D 


Additional  comments:/ 
Commentaires  suppl^mentaires; 


This  item  is  filmed  at  the  reduction  ratio  checked  below/ 

Ce  document  est  fiimA  au  taux  de  reduction  indiquA  ci-dessous. 


10X 

14X 

18X 

22X 

26X 

30X 

y 

12X 


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28X 


32X 


Th«  copy  ftlm«d  h«r«  Hm  b««n  r«pro<iuc«d  thank* 
to  tho  gonorotity  of: 

Univsriity  of  Saikatchowan 
Saskatoon 


L'axomplaira  film*  fut  raproduit  grica  A  la 
g^niroait*  da: 

University  of  Saskatchawan 
Saskatoon 


Tha  imagaa  appaaring  hara  ara  tha  baat  quality 
poaaibia  eonaidaring  tha  condition  and  lagibility 
of  tha  original  copy  and  in  kaaping  with  tha 
filming  contract  apacificationa. 


Original  copiaa  in  printad  papar  covara  ara  fiimad 
baginning  with  tha  front  eovar  and  anding  on 
tha  laat  paga  with  a  printad  or  illuatratad  impraa- 
aion.  or  tha  back  covar  whan  appropriata.  All 
othar  original  copiaa  ara  fiimad  baginning  on  tha 
f  irat  paga  with  a  printad  or  illuatratad  impraa- 
aion,  and  anding  on  tha  laat  paga  with  a  printad 
or  illuatratad  impraaaion. 


Tha  laat  racordad  frama  on  aach  microflcha 
ahall  contain  tha  aymbol  —i»>(  moaning  "CON- 
TINUED"), or  tha  aymbol  ▼  (moaning  "END"), 
whiehavar  appliaa. 


Laa  imagaa  auivantaa  ont  «t*  raproduitaa  avac  la 
plua  grand  aoin,  compta  tanu  da  la  condition  at 
da  la  nattat*  da  I'axamplaira  film*,  at  an 
conformiti  avac  laa  conditiona  du  contrat  da 
filmaga. 

Laa  axamplairaa  originaux  dont  la  couvartura  an 
papiar  aat  imprimte  aont  filmto  an  commanpant 
par  la  pramiar  plat  at  an  tarminant  toit  par  la 
darniAra  paga  qui  comporta  una  amprainta 
d'impraaaion  ou  d'illuatration.  soit  par  la  sacond 
plat,  aalon  la  caa.  Toua  laa  autraa  axamplairaa 
originaux  aont  film4a  an  commandant  par  la 
pramlAra  paga  qui  comporta  una  amprainta 
d'impraaaion  ou  d'illuatration  at  an  tarminant  par 
la  darniAra  paga  qui  comporta  una  talla 
amprainta. 

Un  daa  aymbolaa  auivanta  apparattra  aur  la 
damlAra  imaga  da  chaqua  microflcha,  aalon  la 
caa:  la  aymbda  — *•  aignifia  "A  SUIVRE",  la 
aymbola  ▼  aignifia  "FIN". 


Mapa,  plataa,  eharta,  ate.,  may  ba  fiimad  at 
diffarant  raduction  ratioa.  Thoaa  too  larga  to  ba 
antlraly  includad  in  ona  axpoaura  ara  fiimad 
baginning  in  tha  uppar  laft  hand  comar.  laft  to 
right  and  top  to  bottom,  aa  many  framaa  aa 
raquirad.  Tha  following  diagrama  illuatrata  tha 
mathod: 


Laa  cartaa.  planchaa,  tablaaux,  ate,  pauvant  Atra 
fiimAa  i  daa  taux  da  rMuction  diff  Aran^a. 
Loraqua  la  document  aat  trop  grand  pour  Atra 
raproduit  an  un  aaul  ciichA,  II  aat  f limA  A  partir 
da  I'angia  aup4riaur  gaucha,  da  gaucha  k  droita, 
at  da  haut  an  baa,  an  pranant  la  nombra 
d'imagaa  nicaaaaira.  Laa  diagrammaa  auivanta 
illuatrant  la  mAthoda. 


1 

s 

3 

1 

2 

3 

4 

5 

6 

1 


4 


COMMUNICATION 


FROM    TIIK 


SECRETARY  OF  THE  TREASURY, 


TnA.V8MITTIKC, 


IN  COMPLfANCE  WITif  A  RESOLUTION  OF  THE  SENATE  OF  MARCH  8,  1851, 


THR 


REPORT  OF  ISRAEL  D.  ANDREWS, 

CONSUL    OF   THE    UNITKD   STATES   FOK     CANADA    AND    NEW    BUUNSWICK 


OS-   THE 


TRADE  AND  COMMERCE 


or  TUB 


BRITISH  NORTH  AMERICAN  CO 


AVD   UPON   TUB 


TRADE  OF  THE  GREAT  LAKES  AND  RIvMi^TCHEVi!:^     | 


ALSO, 


^J/foj't/  Jji/cyf,' }  .. 


/ 


NOTICES  Of  TUK  INTERNAL   IMPUOVEMKNTS   IN   EACH   STATE.  OP  TUB  Gin,F  OP  MEXICO  AND 
STUAIT3  OP  FLORIDA,  AND  A  PAPER  ON  TIIK  COTTON  CROP  OP  TOE  UNITED  STATJC8. 


WASHINGTON  : 

BBVERLBY  TUCKER,  SENATE  PRINTER. 

1854. 


I 


I 


t 

a 
t 
I 

y 

tr 
tc 

St 


COMMUNICATION 


rnoM  THE 


SECRETARY    OF   THE   TREASURY. 


I 


IN  THE  SENATE  OF  THE  UNITED  STATES. 

August  26, 1852 — Ordered  to  lie  on  the  table,  and  be  printed. 

August  30,  1852. — Ordered,  that  5,000  copies  additional  for  the  Senate,  1,000  additional  for 
the  Secretary  of  the  Treasury,  and  500  additional  for  Israel  D.  Andrews,  be  printed. 

August  4,  1854. — Resolved,  That  there  bo  printed,  for  the  use  of  the  Senate,  five  thousand 
additional  copies  of  tho  Report  of  Israel  D.  Andrews,  Senate  Ex.  Doc.'No.  112,  First 
Session  Thirty-second  Congress. 


Treasury  Department,  August  25,  1852. 

Sir  :  The  resolution  of  the  Senate  of  the  8th  March,  1851,  requests 
the  Secretary  of  the  Treasury  to  "communicate  to  the  Senate,  as  early 
as  possible  at  the  next  session,  full  and  complete  statements  of  the 
trade  and  commerce  of  the  British  North  American  colonies  with  the 
United  States  and  other  parts  of  the  world,  inland  and  by  sea,  for  the 
years  1850  and  1851,  witii  such  information  as  he  can  procure  of  the 
trade  of  the  great  lakes."  In  compliance  therewith,  I  have  the  honor 
to  transmit  a  report,  by  Israel  D.  Andrews,  accompanied  by  numerous 
statistical  tables,  carefully  compiled  from  official  sources,  with  maps 
prepared  for,  and  illustrative  of,  said  report. 
I  am,  respectfully, 

THO.  CORWIN, 
Secretary  of  the  Treasury. 
Hon.  Wm.  R.  King, 

President  fro  tcrnjwre  U.  S>  Senate. 


1 

I 


NOTE. 


(n  tho  prugrcsH  of  tlio  prcpariition  of  Uio  report,  it  wati  found  ncccBsary  to  cliungo  Part  III 
to  an  appendix,  whicli  containn  notineM  of  tho  trade  and  rommorco  of  Cincinnati,  Louisville, 
St.  LouiB,  Pittsburg,  New  Orlcann,  the  Hlcam-inarinc  of  the  interior,  of  tlie  inland  water- 
routes,  tho  increase  and  vahio  of  tho  foroi^rn  and  domestic  trade,  navigation,  &.c,,  &c.  ;  aa 
also  tables  showinjj  tho  exports  and  imports  of  tho  principal  Athintic  States  for  a  series  of 
years,  and  statements  of  the  increase  in  tho  tonnage  of  tiio  several  States  from  183G,  witli 
tho  per  cent,  increase  of  tlic  total  tonnage,  and  that  of  the  several  States. 

It  was  conceived  very  desirable  to  iiuhlish  a  particular  account  of  tlio  inland,  coasting,  and 
forcif^n  trade  of  tho  principal  Atlantic  cities,  and  a  ]iortion  of  tho  materials  worn  collected 
for  thai  purpose  ;  but,  for  tho  want  of  correct  statistical  data,  it  was  found  to  be  impo88il)lo 
to  have  them  of  a  character  suited  to  this  report. 

It  is  pi  ncr  to  state  in  this  place  my  thanks  to  Mr.  N.  Davidson,  late  of  tho  UutValo  Ad- 
vertiser, for  his  very  valuable  and  intelligent  services  in  tho  preparation  of  the  report,  parti- 
cularly in  those  portions  relating  to  tho  trade  of  tho  lakes  and  the  importance  and  value  of 
the  internal  trade. 

The  importance  of  tho  Mississippi  trade,  througli  tho  Gulf  of  Mexico,  to  every  portion  of 
the  Union,  it  is  presumed,  will  be  regarded  by  all  as  a  full  justification  for  the  copious  notices, 
in  the  appendix,  of  tho  Gulf  of  Mexico  and  the  Straits  of  Florida  ;  and  the  value  of  tho  cot- 
ton crop  to  the  whole  coimtry  called  for  the  extended  and  complete  exposition  in  regard  to  it 
there  inserted.  Similar  reasons — and  to  exonerate  the  report  from  the  imputation  of  being 
sectional — demanded  tho  notices  of  the  commerce,  railroads,  &c.,  of  tho  southern  States  and 
southern  citic).  It  is  believed  no  one  will  object  that  they  were  not  within  the  strict  literal 
terms  of  the  resolution  under  which  tho  report  was  prepared.  The  annexed  map  of  the  Gulf 
of  Mexico  and  Straits  of  Florida,  and  Isthmus  of  Tehuantepec,  furnished,  as  before  stated, 
by  the  Coast  Survey,  is  the  first  one  of  the  kind  ever  published  from  authentic  sources.  It 
will  be  found  interesting  in  illustration  of  the  views  taken  Ir.  the  paper  contained  in  this 
report  respecting  this  American  sea,  and  generally  with  roi  '.  jco  to  other  considerations. 
The  labors  of  the  Coast  Survey  are  progressing  in  that  quarter,  i.nd  ere  long  their  results  will 
be  published.  This  map  is  but  an  index  of  what  they  will  bo.  Thorough  and  exact  as  the 
severest  labor  and  the  highest  oidor  of  scientific  skill  can  render  them,  their  usefulness  to  our 
commerce  will  be  unapprcciable,  and  their  benefits  will  extend  through  ages. 

1.  D.  A. 

Washinotov,  1852. 


f 


(Ui 


iir. 

IV. 
V. 

vi. 

VII. 
VIIJ. 


IX.  'i 

X.  7 
XI.   7 

xir.  A' 


fiCHEDULE   OF   DUCUiMENTS. 


VII 


SCHEDULE  OF  DOCUMENTS. 


I 


(ttntral  InlrodHrlory  ;  r(Mii|trining  a  rovicw  of  tlio  trade  of  the  jjrcat  liikrH,  internnl  coni- 
ini'rre,  ami  also  of  tlio  triido  and  roiiimerco  of  tin*  North  Aiiioric^aii  Colonifs. 

I.  The  Stit-fishnitii  pf  Brithh  J^orth  t'lnurkn  on  the  Bay  of  Fundy,  alonjf  tho  coaKlH  of 

Nova  Scotin,  on  the  Grand  Bank  of  Newfoundland,  and  within  tlie  Gulf  of  St. 
Lawrence. 

II.  The  Trade  nf  the  Ureal  Lakes;  accompanied   Ity  returns  exliihitinf^  tho  rine  and  pio- 

|rresM  of  that  trade,  and  '\\.'  present  eunditioti  and  value,  with  a  ])articular  descrip- 
tion of  eacli  of  tho  lakes,  in  relation  to  its  extent,  resources,  trihutaricx,  outlets,  and 
prosi)cctivo  eoinniercn. 

III.  i^eo  Appendix. 

IV.  Review  of  the  Canals  and  Itailrnadu  nf  Ihe  United  Htates,  showing  tiieir  intluenco  ujmn, 

and  connexion  with,  the  trade  of  tho  Great  West ;  iicconipanietl  by  a  general  map 
of  rnilroadH  and  canals,  American  and  Colonial. 

V.  The  Province  of  Canada,  with  a  general  descrii)tion  of  its  physical  features  and  re- 

sources, intercolonial  trade,  foreign  eonunerre,  transit  trade,  internal  tradic,  ami 
public  works;  accompanied  and  illustrated  hy  a  map  of  the  Hasiii  of  the  St.  Law- 
rence, prepared  specially  for  this  report.  f.Ji  5 

VI.  The  Province  of  ^Vfiw  ISrunswick,  with  descriptions  of  its  physical  characteristics,  riv- 

ers, seaports,  ami  harbors,  its  forests  and  its  tisheries,  with  Ftr.tisticnl  returns  ami 
observations  on  tho  free  navigation  of  the  river  of  St.  John. 

VII.  The  I'rovince  of  Aoru  Scotia,  with  a  description  of  its  geographical  position,  its  most 
striking  featurcR  and  various  resources  ;  as  also  returns  in  relation  to  its  trade,  coiu- 
nierce,  flahories  and  coal  mines;  as  also  specinl  notices  of  Cnpc  Breton  jind  Sable 
Island. 

VIII.  The  Inland  Colonij  of  .Veufoundland,  witli  a  iliscription  of  its  position  between  tlie  At- 
lantic oc«!aii  and  Gulf  of  St.  (..awrence,  its  physical  features  and  abunilant  fisheries, 
accompanied  by  returns  of  its  trade  and  commerce  ;  aH  also  descriptions  of  the  Lab- 
rador coast,  itiul  ot"  ;he  harbor  of  St.  .lohn,  in  connexion  with  the  proixised  estab- 
lishment of  a  line  of  stcanislii])s  from  tliat  port  to  Ireland,  and  connected  by  electric 
telegraph  from  thenco  to  the  United  States. 

I.\.  The  Colony  of  Prince  Edward  Isliind  :  its  agricultural  capabilities,  trade,  cuninicrcc, 
and  position,  in  relation  to  tho  fisheries  of  the  fJulf  of  St.  Lawrence. 

X.  The  Inlrrconrse  Inlween  (Ireat  Bvilain  and  her  X'orlh  .lint  ric(tn  Colonies;  luconin.iiiiod 
by  tabular  statements  and  returns. 

XL  The  Trade  of  some  of  the  ..Itlantic  ports  of  the  I'nitid  Stal(s  vith  tlir  ,\orth  .Imerican  Cvlo- 
nics  hij  sea  ;  illustrated  by  tables  and  rt!turns,  accoiniJiuiicd  by  a  map  of  the  Lower 
(\)loiiies  ;  prepared  expressly  for  this  report. 

.Ml.   Review  oftheyrcstnlstateoftheDetii-scn  Fisheries  <f  ,\'ew  tlnt^land  ;  prepared  specially 
for  this  report  by  Win.  A.  Wellman,  assistant  collector  of  the  port  of  Boston,  under 


I 


the  direction  of  P.  (Jreely,  cs(i  ,   collector  of  that   jiort,  with   valuable   statistical 
statements  and  tabular  returns. 


via 


flOIIEDULF;    OF    DOCUMUNTH. 


XIII.   Thr  Prrnek  PisKtHt$  rf  ^^rwfltunin<lnil ,  truiiHliitml  (ruin  olllcial  FrDnchilociiinenU,  ob- 
tuiiiod  ill  VtiTin  piir|ios('ly  lor  lliix  rcpnrt. 


AI'I'KNDIX: 

Coiiliiinirijf  notirpB  of  tlio  iiitorrmi  ntiil  tlotiH'Mtic  coininnrcc— Tciiilniicy  (»f  Ohio  inniiHorro, 
('iiiciiiruli,  ritUbur^,  {•oiiiHvillo,  Hi.  liOuiH— HUmiiii  iiiurlno  of  tlio  iiitnnor,  Xcw  Orlcuim, 
Mobile,  (Julf  of  Moxifi),  niul  HtiiiilH  of  FlDridii— (-'cilltin  irop  of  thit  Hiiili-il  Htiitoii— (Jorii- 
ini  rco  (if  lb«  Atlantic  HtitoH  and  citinH,  uiiiJ  liibloit  of  Ibn  tdniiagd  uf  iiuili  Slutu  iluriii^  u 
xurii't  of  yuan. 


nU,  ob- 


iiiiUKrcn, 
Oi'lounii, 
H— (Nun- 
itiiriiiK  u 


LNTllODUCJTORY.    "   •/,■  ^y/,     ,^ 


Wasiiinoton,  August  10,  18.52. 

Biu  :  The  uiichTsi^rird  was  pei'donully  IiouohmI  with  your  instruc- 
tions on  the  28tli  July,  1861,  to  report  on  tlio  i()ll(>wing  resolution  ctf  the 
Sensilc  ofthc  United  Stales: 

••  That  the  Secretary  of  the  Treasury  bo  rctjuestod  to  cotntnunicate 
to  tlio  Si'uate,  as  (>arly  as  possiljle,  at  the  next  session,  lull  and  com- 
plete statements  of  the  trach;  and  conunerce  of  the  British  North  Aincr- 
icun  colonies  with  the  United  States,  and  other  parts  ol"  the  world,  on 
land  and  by  sea,  in  the  years  1850  and  1851,  with  such  itifbrmntion  as 
he  can  procure  of  the  trade  of  the  great  lakes." 

You  directed  his  attention  to  the  general  importance  of  all  the  sub- 
jects embraced  in  the  resolution,  their  intimate  relation  to  many 
branches  of  national  interest,  and  the  necessity  of  having  such  report 
submitted  to  you  in  the  most  correct  t()rm,  and  us  lull  and  detailed,  as 
the  shortness  of  time  would  permit. 

You  were  [)leased,  also,  at  a  sul)se(|uent  ptiriod,  to  <lirect  the  atten- 
tion of  the  undersigned  to  that  part  of  the  resolution  relating  to  the 
commercial  interests  of  the  great  lakes,  and  to  desire  that  it  should 
receive  prompt  and  careful  attention  ;  and  that  all  the  information  ob- 
tained should  be  presented  in  tabular  statemetus. 

The  undersigned  was  likewise  informed  by  you,  that  if  any  subjects 
not  specified  in  his  instructions,  of  national  or  great  local  interest,  ger- 
mane to  the  sr)irit  of  the  resolution  of  (he  Senate,  should  full  under  his 
notice,  it  would  not  be.  inappropriate  to  submit  the  same  fi)r  the  con- 
sideration of  the  government. 

These  instructions,  and  the  great  interest  now  generally  manifested 
as  to  the  colonial  and  lak(!  trade  of  the  United  States,  have  induced 
the  undersigned  to  give  careful  attention  to  each  distinctive  feature  of 
the  various  important  subjects  involved  in  your  instructions  and  the 
resolution  of  the  Senate. 

The  undersigned  is  fully  aware  that  it  is  his  duty  (as  it  most  cer- 
tainly is  his  wish)  to  notice  the  questions  under  consideration  in  the 
briefest  manner  consistent  with  their  proper  elucidation.  In  justifica- 
tion of  any  notice  that  may  be  considered  loo  much  extended,  it  must 
be  remembered  that  the  weighty  matters  involved  are  not  confined  to 
any  particular  locality  ;  thai  they  aflect  not  only  the  British  colonies, 
but  various  and  important  domestic  interests  of  the  United  States  ;  that 
they  are  interwoven  with  all  the  elements  of  our  national  strength; 
that  they  b(uir,  in  an  especial  manner,  upon  the  navigation  and  the 
foreign  and  coasting  trade  of  this  country,  upon  its  various  manufac- 
tures, and  upon  its  commerce  with  distant  nations. 
1 


Jl 


ANDUEWS     UEPORT    ON 


In  directing  your  Jittentioii  to  tlio  first  p;nl  of  this  r.cport,  tho  most 
iinportynt,  so  fiir  :i.s  homo  interests  :irf!  conoertied,  it  is  proper  to  re- 
mark, lh:it  althougli  the  statements  as  to  th(!  internal  trade  of  the 
United  States  art;  I'liller  than  any  hel()re  presented  to  the  government 
in  this  form,  and  such  as  conicl  only  bo  obtained  1)V  groat  labor 
and  expense,  they  may  be  relied  upon  as  being  generally  correct. 
They  have  been  collected  fiom  various  sources,  oflicial  and  unofHclal  j 
and  it  is  duo  to  the  public  to  state,  that  it  is  principally  owing  to  tlu! 
different  modes  of  conducting  the  inland  trade  of  the  country,  that  sta- 
tistical returns  of  an  official  character  are  not  made  as  to  much  of  that 
trade. 

T^he  returns  tVorn  several  of  the  custom-lionse  districts  on  the  lakes 
are  very  creditable  to  the  collectors  by  whom  they  were  prepared  ; 
while  the  returns  fit)m  others  were  in  many  respects  incorrect  uiui 
incomplete,  ("ausing  loss  of  lime  and  gniat  trouble  in  rectitying  and 
perfecting  them. 

The  necessity  fijr  a  well  organized  system,  in  order  to  obtain  "a  cor- 
rect account"  of  the  lake  trade,  must  be;  obvious.  The  want  of  a  law 
to  enforci^  even  the  present  im])erle'ct  system,  the  great  increase  of 
business,  anil  its  diversilied  character  in  nearly  all  the  districts,  and 
the  limited  clerical  force  allowed  in  some  of  them,  an;  all  causes  (»f 
difficulty  in  obtaining  and  arranging  in  a  creditable  and  satisfactory 
manner,  lull,  ardirate,  and  (nitiridy  intelligible  statistics  of  the  lake 
trade,  and  of  the  general  internal  connnerce  of  the  country. 

It  is  |)roper  also  to  state  that  the  cmbarrassnients  now  existing,  will 
increase  in  a  corresponding  d(>gree  with  tli(^  c(,'rtain  and  almost  incal- 
culable annual  increasti  of  this  iratle  and  connnerce. 

This  ill- arranged  and  imperfect  system  of  managing  the  lake  trade 
and  internal  commerc*.^  of  the  couutr}'  is  presiinled  to  the  notices  of  the 
government,  and  offered  as  an  apology  why  the  report  on  this  trade 
and  comuK^rce  is  not  more  worthy  the  high  importance  of  the  interests 
involved.  If  iiatiourd  considerations  should  induce  a  desire  ou  the 
part  of  the.  government  to  possess  other  reports  on  the  internal  trade 
of  the  country,  it  will  be  m'cessary  to  provide  f()r  a  more  jn'rli'ct  sys- 
tem of  statistical  returns  and  to  (.-arry  it  out  by  legal  re(}uirenients. 

It  is  not  intended  to  suggest  that  any  no\t'l  coercive  huvs  should  be 
udo[)ted,  interfering  with  tlur  free  and  unrestricted  exchange  of  goods 
and  productions  of  all  kinds  between  diflerent  sections  of  the  cfauitry. 
Free  connnerce,  especially  internal  canmeree,  unli'ttered  by  restraints 
originating  in  s(.'ctioiial  or  local  partialities,  or  prompted  by  like  selfish 
interests,  is  no  boon  from  any  govenunent  to  the  i)eoj)le  ;  it  is  iniijues- 
tionably  their  natural  right.  There  can  be  no  doubt  that  a  system 
might  be  easily  d<ivised,  under  the  authority  of  the  Treasury  Depart- 
ment, which  would  meet  every  r(  (juiremenl  and  promote  the  interests 
of  this  trade. 

In  the  style,  character,  and  complet<;ness  of  our  .--tatistical  I'eports, 
we  are  far  l)ehind  other  countries,  and  no  authority  I.>ul  that  of  Con- 
gress can  supply  this  deficiency. 

The  public  eye  has  ever  been  steadily  fixt.-d  (tu  the  liireign  com- 
merce of  the  country  as  the  right  arm  of  national  strength.  This  cnm- 
nierce  has  increased  so  rapidly,   and   the   tradt;   as   well   as  the   tariffs 


fi 


;oin- 
nm- 


^ 


COLONIAL   AND    LAKE    TRADK.  O 

have  boen  so  grcally  cliangecl,  that  now  anaiigctnents  of  the  old  re- 
turns aro  (lemandefl  to  cnablr  the  (l('[)artniental  condensations  to  be 
perfect  and  roadil}'^  inlolligiblc.  The  reports  on  commerce  and  navi- 
gation now  give  the  total  tonnage  of  the  [Jnited  States,  but  do  not  state 
the  character  or  class  of  vessels  composing  the  mercantile  marine  of  a 
country  scarcely  second  to  any  in  the  world.  It  is  also  necessary  that 
more  complete  statements  of  the  trad(j  and  commerce  of  the  great  cities 
of  the  Atlantic  seaboard  and  on  the  (inlf  should  belaid  before  Congress 
annually,  and  these;  improvements  in  th<-'ir  arrangement  could  be  made, 
and  they  might  be;  fuller  in  detail  than  those  hitherto  submitted,  with 
comprtihensive  statisticrd  accounts  of  the  coasting  trade  and  naviga- 
tion, and  distinguishing  between  steamers  and  other  vessels. 

It  is  proper  to  remark  that  the  present  arrangement  of  returns  of  the 
internal  and  coasting  trade  is  mostly  govcnned  by  the  law  of  1799, 
when  the  trade  was  in  its  inliuiey,  and  commerce  received  rather  than 
created  law. 

In  the  dis'Missions  which  have  taken  plae<'  in  Congress  of  late  Yf'«rs, 
in  relation  to  great  public  questions,  such  as  the  public  lands,  or  the 
improvement  of  rivers  and  harbors,  tin;  most  meagre  statistical  state- 
ments have  been  adduced  in  many  cases,  and  loose  hypotheses  assumed 
in  others.  This  is  attribu'ible  to  tlu;  absences  of  authentic  olHcial  re- 
turns, and  is  conceived  to  ^k;  a  justification  li»r  presuming  to  bring  this 
subject  to  the  attention  of  C(Ki<fress  in  this  report. 

In  the  absence  ol"  statistical  sliitcments,  published  by  national  au- 
thority, the  value  of  works  containing  statistical  returns  uj)on  which  re- 
liance can  be  placed  is  greatly  enhanced  ;  and  this  opportunity  is  em- 
braced of  comnK.'iiding,  as  oin'  source  of  valuable  iniijrmation  in 
making  this  report,  th(^  pul)lieatious  called  "Hunt's  Merchants'  Maga- 
zine," "  De  Bow's  Review,"  tlu;  "  Bankers'  Magazine,"  and  the 
"  Amerienn  Railroad  .bturnal,"  as  the  most  valuable  in  this  c:ountry. 

The  undersigned  is  fully  aware  of  its  having  been  asserted  by  those 
who  have  limited  means  ol"lbrming  a  correct  opinion,  that  tli(^  value  of 
the  lake  trade  has  been  everywhere  overstated.  It  is  true  that  in  some 
cases  approximations,  from  the  want  of  otli(;ial  data,  are,  of  necessity, 
resorted  to;  but  that  is  not  the  fault  of  tliose  who  have  the  matter  in 
charge. 

The  basin  of  the  great  lakes,  and  of  the  river  8t.  Lawrence,  is  fuU}'^ 
delineated  on  the  map  attached  to  the  report  on  Canada.  Its  physical 
features,  and  the  inlluence  it  must  exiucise  on  futun-  moral  develop- 
ments, are  without  parallel  and  historical  precedent.  It  is  an  American 
treasure;  its  value  to  bi;  estimated  less  by  what  it  has  ahi'ady  accom- 
plished, than  by  what  it  must  achieve  in  its  progress. 

The  attention  of  the  civilized  world  has  been  directed  with  grt;at 
int(Mvst  to  ih(^  constant  and  progressive  emigration  fn»m  the  Old  World 
to  the  New.  In  tbrmer  times,  hordes  of  nun  changed  their  country  l)y 
means  of  long  and  toilsome  journeys  by  land;  but  never  until  the  pre- 
pent  ag(;  Uiivv.  multitudes,  and,  in  some  instances,  communities,  been 
transferred  from  continent  to  continent,  and  from  one  hemisphere  to  th(; 
other,  by  such  means  as  are  now  atK)rded  in  the  New  York  packets, 
clipper  ships,  and  ocean  steamers.     These  vehich.'s  but  represent  the 


ul 


I,  ■ 


i! 
II 


4 


ANDREWS     UK  PORT   ON 


genius  of  nn  era  destined  in  futuro  times  to  he  designated  as  the  "  age 
of  enterprise  and  ])rngres.<!.^'' 

That  portion  of  the  "Great  West"  at  the  western  extreme  of  the 
basin  of"  the  St.  L;i\vre;u-e  has  received  a  hnger  share  than  any  other 
porti«)n  of  our  country  oC  the  vahiahle  addition  to  our  national  riches 
arising  from  the  inchistry,  ititelhgence,  and  weahh,  of  the  hundreds  of 
thousands  of  Uncigners  who,  williin  a  comparatively  lirief  period,  have 
landed  upon  our  sfiores.  ll  is,  therefore,  imjyossible  to  estimate  the 
enormous  and  continuous  accumuhition  of  weahli,  having  ils  basis  on  the 
ample  resources  and  natural  riches  of  that  great  western  region,  over 
which  the  star  of  American  emjiire  seems  now  to  rest. 

In  connexion  with  an  nneciualled  increase  ol"  population  in  the  Great 
West,  the  growth  of  the  lak''  trade  has  been  so  extraordinary  and  so 
rapid,  that  but  few  persons  are  cognizant  of  its  present  extent  and 
value. 

In  ]841  the  aro.ss  amount  of  the  lake  trade  was  sixtv-tive  millions 
of  dollars.  In  184G  it  had  increased  to  one  hundred  and  twenty-five 
millions.  In  1848,  according  to  the  (>stimate  of  Colonel  Abort,  of  the 
topographical  engineers,  the  value  of  die  commerce  of  the  lakes  was 
one  hundred  and  eighty-six  millions.  Owing  to  various  causes,  but 
particularly  to  the  great  influx  of  ibreiguers,  and  the.  opening  of  new  and 
extensivi!  liuf  s  of  intercommunication,  it  has  recently  increased  still 
more  largely,  until,  in  1851,  it  amounted  to  more  than  three  hundred 
millions.  And  these  estimates  do  not  includt;  the  value  of  tlie  property 
(•onstantly  changing  hands,  nor  has  any  notice  been  taken  of  the  cost  of 
vessels,  or  the  profits  of  the  passenger  trade. 

It  is  not  within  the  scope  of  this  report,  nor  is  it  practicable  therein, 
to  attempt  a/wW  exposition  of  die  trade  and  commerce  of  the  Mississippi, 
the  Missouri,  or  the  Ohio,  ilowing  through  that  great  valley,  unsurpassed 
in  all  the  elements  of  wealth  by  any  region  in  this  or  the  Old  World. 
This  trade  and  commerce  is  worthy  of  the  particular  and  earnest 
attentioii  of  American  statesmen.  And  it  is  here  proper  to  state,  that 
one  gr(!at  caust;  of  the  growth  of  the  lake  trade  is  the  tiict  that  a  cheap 
and  expeditious  route  from  the  Atlantic  to  the  Great  W(\>Jt  is  aflbrded 
by  th(!  internal  conmiunications,  by  railroads  and  canals,  opening  the 
way  through  the  great  lakes  and  through  the  Aileghanies,  instead  of 
being  restricted  to  the  rivers  Ilowing  southward. 

The  following  facts  in  relation  to  the  trade  of  the  Erie  canal  are  pre- 
sented as  confirming  the  abovi,-,  and  justifying  fiirther  and  full  official 
investigation  as  to  the  entire  internal  trade  of  the  West:* 

In  1835  there  lefi  the  lakes  by  the  Erie  canal  lor  tide-water,  30,823 
ions  of  wheat  anrl  ilour.  In  1851  therc^  left  tiie  same  points,  on  tho 
sanK!  canal,  401,187  tons  of  similar  articles. 

In  1851  th(;  total  amount  of  wheat  and  flour  which  reached  tide- 

*  Tlie  farts  licreimiftor  Ktiilod  will-.  r('K|inut  to  tlio  trade  and  cuiuincrco  of  tlic  MisiBRippi 
and  its  tril)iitariP9,  and  of  tliy  States  and  cities  on  tliuir  shores,  and  on  tlie  Gulf  of  Mexico, 
and  coinineti'd  witli  tlioni,  are  important  not  only  in  reirard  to  tlial  specific  trade  and  com- 
merce, i)ut  ii>r  their  relation  to  tiuit  of  tin-  l.iltes,  and,  inland,  by  canal  and  railroad  to  tho 
Atlantiu  seaboard.  It  has  been  found  in  some  defrrce  necessary  to  refer  to  tho  t'ornier  in  full 
elucidation  of  the  latter,  Tho  (^reat  interests  ot  the  southwestern  and  southern  StateB  de- 
mand, however,  a  fuller  and  more  perfect  notice  than  the  resolution  calling  for  this  report, 
and  limiting  it  to  other  sections,  will  allow  to  ho  now  made. 


ar 


fl 


COLONIAL   AND    LAKE    TKADE. 


,  i 


water  by  th(3  New  York  cnnals,  was  457,624  tons ;  showing  thiit  while 
betv/cen  the  lakes  and  tide-water  the  State  of  New  York  furnislicd 
97,729  ton>  over  75  per  eent.  of  the;  whole  quantity  delivered,  in 
1851  it  onl^  nnished  50,437  tons,  or  about  11  per  cent,  of  the  whole 
quantity,  t'le  remaining  89  per  cent,  having  been  received  from  the  West, 
and  from  the  territory  of  Canada  on  th(!  lakes. 

The  total  tonnage  ascending  and  descending  on  all  the  New  York 
canals  in  183G  was  ], 310, 807  tons,  valued  at  $67,634,343,  and  paying 
tolls  amounting  to  $1,614,342  ;  while  in  1851  it  amounted  to  3,582,733 
tons,  valued,  ascending  and  descending,  at  $159,981,801,  paying  tolls 
amounting  tn  $3,329,727. 

The  tralfic  on  the  Erie  canal,  and  the  principal  routes  from  the  interior 
to  the  Atlantic,  has  sucli  an  important  relation  with  the  whole  trade  of 
the  nation,  that  it  was  conceived  that  this  part  of  the  report  would  be 
incomplete  without  a  proper  reterence  to  the  trade  of  such  routes  ; 
which  will  be  found  attached  to  part  IV,  with  a  reierence  to  the  com- 
merce of  some  of  the  principal  Atlantic  and  interior  ports  and  compara- 
tive statements. 

The  great  lakes  are  not  a  straight  lin(!of  water,  but  present  a  zigzag 
course.  Their  surplus  waters  all  find  their  way  to  tlu;  ocean  by  one 
great  outlet,  the  noble  St.  Lawrence.  Notwithstanding  the  opinions 
that  may  be  entertained  adverse  to  that  mighty  river  as  a  channel  of 
communication  between  the  West  and  the  Atlantic,  it  is  nevertheless 
certain  to  be  more  used,  and  to  increase  in  importance,  in  proportion  to 
every  material  stride  in  the  prosperity  and  advancement  of  the  country 
bordering  on  the  lakes. 

Stretching  down  into  New  York,  as  if  lor  the  especial  accommoda- 
tion of  a  comparatively  southern  region,  is  Ijak(.'  Erie;  while  extend- 
ing fiir  into  tlie  regions  of  th<;  northwest,  to  meet  the  requirements  of 
that  region.  Lake  Superior  spreads  his  ample  waters.  An  examination 
of  the  map  prepan^d  by  Mr.  Keefcr,  and  attached  to  this  report,  under 
the  head  of  Canada,  will  prove  that  nature  has  provided  the  great  lakes 
for  all  the  different  and  distant  portions  of  this  continent,  and  that  the 
St.  Lawrence  is  their  natural  outlet  to  the  sea. 

There  are  those  who  maintain  that  the  improvement  of  the  naviga- 
tion of  tilt!  St.  Lawrence,  and  the  widening  and  deepening  of  the 
Welland  and  St.  Lawrence  canals,  so  as  to  allow  vessels  of  a  larger 
class  than  at  present  ingress  and  egress,  with  their  cargoes  to  the  ocean, 
and  the  extension  by  the  British  government,  to  the  United  States,  of 
the  free  use  of  both,  would  cause  a  commercial  city  to  grow  up  on 
the  banks  of  that  river  which  would  successfully  rival  New  York  in 
European  trade  ;  but  important  as  the  results  doubtless  would  be  to 
the  interests  of  the  Canadas,  and  especiall}'  of  Lower  Canada,  and 
greatly  as  those  interests  would  be  promoted  by  such  measures,  there 
is  little  cause  for  believing  that  such  anticipations  of  injury  to  New 
York  or  to  any  of  our  Atlantic  cities  would  be  realized.  Their  trade 
would  not  be  decreased,  whilst  that  flowing  down  the  new  outlet 
would  be  increased.  New  resources  would  be  created  bj'  the  new 
stimulants  thus  given. 

Although  the  subject  of  harbors  has  been  referred  to  in  the  report 
which  follows  the  lake  trade,  yet  its  great  importance  demands  some 


4 


I 


.1 


6 


ANDREWS     llEPORT   ON 


farther  tiolicc.  While  ihecoiiiinerciMl  connexion  between  the  East  and 
the  West  by  canals,  steamboats,  and  raih'oads,  is  increasing  with  such 
rapidity  under  the  combined  infhience  of  enterprise  and  necessity,  it  is 
quite  evident  that  provision  must  soon  be  made  Jbr  adequate  harbor* 
accommodation  on  the  hikes,  to  meet  the  necessities  of  their  commerce, 
already  rivalling  th.it  on  the  Atlantic. 

It  is  a  remarkable  iiict  that  there  are  but  few  natural  harbors  on  the 
lakes,  the  shores  diflering  in  that  respect  from  the  seacoasts  of  the 
United  States,  and  of  the  northern  colonies,  which  are  amply  provided 
with  the  finest  harbors. 

While  the  frommerce  of  Chicago,  Budido,  Oswego,  and  other  lake 
ports,  is  of  more  value  than  the  commerce  of  any  ol'  the  ports  on  thi; 
Atlantic,  except  New  Orleans,  Boston,  and  New  York,  the  harbors  of 
the  lake  ports,  even  whilst  their  commerce  is  yet  in  its  infancy,  are 
wholly  inade(]uate  to  the  nund)er  of  vessels  jdready  on  the  lakes.  The 
numerous  disasters  in  conse(]uence  of  the  insecurity  of  these  harbors, 
call  loudly  lor  the  improvement  of  such  havens  as  can  be  made  secure 
and  convenient  by  arlificifil  means. 

The  commercial  and  navigating  interests  in  that  section  have  from 
the  outset  been  sensible  of  the  drawbacks  arising  Irom  the  absence  of 
security  to  lite  and  proj)erty,  and  have  unceasingly  presented  their 
claims  for  the  artificial  improvement  of  their  harbors  to  the  considera- 
tion of  the  State  and  Federal  governments. 

At  a  public  meeting  held  at  Milwaukie,  in  1837,  with  ref(*rence  to 
the  improvement  of  harbors,  it  was  "  Itesolml,  Tiiat  we  will  not  desist 
from  memorializing  and  petitioning  Congress,  and  ])resenting  our  just 
rights  and  claims,  until  we  have  finally  accomplished  our  object."  The 
spirit  of  this  n^solution,  it  cannot  be  doubted,  is  the  prevailing  senti- 
ment throughout  the  entire  West,  connected  by  its  trade  with  the  lakes. 

It  is  not  presumed,  in  any  part  of  this  report,  to  argue  the  question  of 
the  constitutionality  of  such  improvements  by  the  federal  government; 
but  it  is  unquestionably  due  to  that  great  interest,  and  to  the  preserva- 
tion of  life  and  properly,  to  slate  that  a  great  and  ])ressing  necessity 
exists  for  the  construction  of  harbors  on  the  lakes  by  some  authority. 
Stale  or  Fetleral  and  by  some  means  ;  and  whether  these  should  be 

Eublic  or  private,  enlightened  statesmen  must  decide.  The  work  should 
e  done.  If  the  government  of  the  United  States,  sustained  by  the 
patriotic  afreclion  of  the  people,  is  restrained  by  the  constitutional  com- 
pact from  doing  things  undeniably  nettded  for  the  promotion  of  impor- 
tant national  interests  and  the  security  of  its  citizens  and  their  property, 
some  other  means  of  relief  should  be  devised.  If  it  does  j)0ssess  ade- 
quate constitutional  power,  it  should  be  exercised. 

The  past  action  on  this  subject  has  paralyzed,  rather  than  aided, 
many  improvements.  Harbors  and  havens,  tlie  construction  of  which* 
was  commenced  by  government,  hiixc.  not  been  completed,  and  are  in 
a  state  of  dilapidation ;  and  w'hile  the  ])ubllc  have  waited  for  farther 
aid,  many  valuable  lives  and  great  amounts  of  property  have  been 
lost.  It  is  extremely  doubtful  (even  if  there  were  sufficient  local  wealth, 
and  if  we  could  allow  the  ex])e(;tation  of  that  unity  of  action  in  the 
vicinity  of  ijie  lake  const  necessary  to  secure  the  construction  of  any 
one  of  the  many  harbors  and  havens  their  lake  commerce  now  so 


COLONIAL    AND   LAKE    TllADB. 


absolutely  requires)  whether  they  could  be  completed  without  Federal 
aid. 

The  undersigned  begs  leave  to  call  the  attention  of  the  honorable 
Secretary  oi'  the  Treasury  to  the  necessity  of  having  marine  hospitals 
in  the  large  commercial  ports  upon  the  Udces.  The  casualties  of  that 
navigation  are  little  difierent  from  those  of  the  sea ;  and  while  the  "  fresh- 
water sailor"  contributes,  Irom  his  monthly  wages,  to  the  same  "  hospital 
money,"  as  he  who  "goes  down  upon  the  gre.-it  deep,"  equal  justice 
demands  ccjunl  expenditure  l(:)r  the  benefit  of  both. 

It  is  not  enougli  to  say  that  these  hospitals  would  bo  beneficial ; 
they  are  imperatively  demanded  by  the  mariners  and  the  ship-owners 
of  these  "  itdand  seas."  There  is  every  year  much  suffering,  espe- 
cially at  tiie  large  towns  ol'  Buffalo,  Oswego,  Clev(;land,  Sandusky, 
Toledo,  Detroit,  Chicago,  and  Milwaukie,  all  of  which  have  a  large 
Ht<;am  and  sailing  marine,  and  are  rapidly  taking  rank  among  our 
leading  commercial  cities.  At  these  ports  a  large  number  of  sail- 
ing vessels  and  steamers  pass  the  winter ;  the  number  of  sailors  need- 
ing relief  from  suffering  is  thus  increased.  Some  of  tliese  sailors  are 
now  often  let  out  on  hire,  by  the  collectors  of  customs,  to  those  wanting 
labor.  No  censure  is  intended  of  those  officers ;  such  course  is  forced 
upon  them  by  the  necessities  of  tiie  case,  but  such  a  state  of  things 
ought  not  to  continue.  That  these  seamen  could  be  comfortably  pro- 
vided for  at  a  trifling  cost  to  the  government,  by  the  expenditure  of  no 
more  than  ihe  monthly  contributions  received  from  those  engaged  in  the 
lake  trade,  if  proper  hospitals  were  erected,  cannot  be  doubted. 

One  link  in  the  chain  of  communication  tiirough  the  great  lakes  is 
yet  to  be  supplied.  This  will  be  effected  by  the  construction  of  a  ship 
canal  around  the  Falls  of  St.  Mary,  which  will  open  to  the  lower  lakes 
a  navigation  of  fully  a  thousand  miles.  Our  shipping  will  have  an  un- 
interrupted sweep  over  waters,  which  drain  more  than  three  hundred 
thousand  scpiare  miles  of  a  region  abounding  in  mineral  and  agricultural 
resources.  They  may  be  water-borne  nearly  halfway  across  the  con- 
tinent. The  inexhaustible  elements  of  wealth  on  the  shores  of  Lake 
Superior  will  then  become  avail;d)le.  These,  as  yet,  have  hardly  been 
touched,  much  less  appreciated.  Its  fisheries  are  exhaustless.  Na- 
ture has  developed  its  mineral  treasures  upon  a  scale  as  grand  as  its 
waters.  Its  copper  mines,  the  most  extensive  and  productive  in 
the  world,  furnishing  single  masses  of  the  unparalleled  weight  of 
sixty  tons,  suppl}'  half  of  our  consumption,  from  localities  where,  ten 
yeai's  since,  the  existence  of  a  single  vein  was  unknown.  The  iron 
mines  near  the  shores  of  this  lake  surpass  those  of  Sweden  or  Russia 
in  extent,  and  ecjual  them  in  the  excellence  of  dieir  materiel.  It  is  pre- 
dicted by  acute  metallurgists  that  its  silver  mines,  though  as  yet  unde- 
veloped, will  one  day  vie  with  those  of  Mexico. 

While  we  behokl  with  wonder  the  munificence  of  the  gifts  which  Provi- 
dence has  showered  upon  this  extensive;  region,  thousands  of  miles  in 
the  interior  from  the  ocean,  we  maj'  also  look  forward  with  hopeful 
pride  to  achievcnncnts  in  art,  and  to  commercial  enterprise,  commen- 
surate in  grandeur  to  those  gifts,  for  their  distribution  throughout  our 
country  and  the  world.  Reflection  upon  these  bounteous  gifts  leads  us 
to  the  conception  of  the  means  necessary  to  be  adopted  for  their  ade- 


ii 


'■ 


!l 


11 


8 


ANDREWS     REPORT   ON 


I 


quate  use  and  en  joymenl.  When  the  Caughnawaga  canal  shall  have  been 
fanished  by  the  Canadian  government,  uniting  the  St.  Lawrence  and 
Lake  Chiimplain  by  a  ship  canal,  thus  completing  the  judicious  and 
successful  improvements  on  the  St.  Lawrence,  so  creditable  to  the  en- 
terprise and  national  views  of  that  government ;  and  when  a  siiip  canal 
shall  be  constructed  from  Champlain,  by  way  of  Wliitehall,  to  the  Hud- 
son river — and  commercial  necessities  will  not  be  satisfied  with  less — 
when  the  waters  of  Superior  thus  flow  into  the  Hudson,  and  the  ship- 
ping of  New  York  can  touch  upon  the  plain  in  which,  with  their  branches 
interlocking,  the  Mississippi  and  the  St.  Lawrence  both  have  their 
origin,  it  will  be  a  stride  equivalent  to  centuries  for  the  nation.  A 
boundless  field  of  commerce,  and  a  vast  expansion  of  transportation, 
will  thereby  be  opened,  and  a  development  of  wealth,  such  as  the 
world  has  never  witnessed,  afforded. 

The  commercial  results  anticipated  will  not  alone  belong  to  those 
whose  labor  and  enterprise  may  primarily  effect  them.  Commerce,  ex- 
ternal and  internal,  by  steamships  on  the  oceans  or  on  the  lakes,  by  rail- 
roads over,  or  canals  through,  the  land,  is  the  advance  guard  of 
civilization.  Whenever  true  commerce  receives  any  new  impulse,  its 
beneficial  effects  accrue  not  only  to  the  country  from  which  it  springs, 
but  to  the  world.  Its  advancement  is  theretbre  one  of  the  highest 
duties  not  only  of  enlightened  statesmanship,  but  of  philanthropy. 

Although  this  report  may  have  been  elaborated  more  than  might 
seem  to  have  been  designed  by  the  resolutions  or  instructions  under 
which  it  has  been  prepared,  it  is  believed  that  no  apology  is  necessary 
for  thus  devoting  a  few  pages  to  the  evidences  of  the  rising  wealth  of 
this  broad  empire.  So  complete  is  the  dependence  of  one  section  of 
the  country  upon  another — so  varied  arc  the  productions  furnished  in 
the  different  degrees  of  latitude  embraced  within  the  present  bounds 
of  the  confederacy,  and  yet  so  admirably  are  the  channels  for  trans- 
portation supplied  by  nature  and  art,  that  the  prosperity  of  each  sec- 
tion overflows  into  the  other.  This  diffusion  of  prosperity,  produced 
by  community  of  interests  and  sympathies,  freedom  of  trade  and 
mutual  dependence,  is  a  sure  pledge  that  our  political  union  can  never 
be  broken. 

The  undersigned  is  not  without  hop(!  that  the  facts  presented  in  this 
report  may  tend  to  promote  the  struggling  railroad  interests  of  the 
West.  That  section  needs  capital,  and  greater  facilities  for  transport- 
ation ;.the  former  creating  the  latter.  The  magnificent  systems  of  rail- 
roads in  course  of  construction,  or  projected.  Tor  the  transportation  of 
various  productions  from  the  country  bordering  on  the  Mississippi,  so 
far  south  as  St.  Louis,  must  become  important  channels  of  trade.  The 
political  and  moral  benefit  of  railroads  as  bands  of  union  and  harmony 
between  the  different  sections  of  tliis  broad  empire,  can  only  be 
measured  by  our  posterity. 

The  securities  issued  the  United  States  and  on  account  of  many  of 
the  railroads  projected  and  in  process  of  construction  in  the  West,  are 
seeking  a  market  among  the  capitalists  throughout  the  world.  Ignor- 
ance of  the  resources  of  the  country  which  will  support  the  roads,  and 
of  the  progress  of  the  regions  through  which  they  pass,  causes  the  de- 
pression of  these  stocks  far  below  their  value.     The  large  amount  of 


I 


I 


J 


COLONIAL   AND   LAKE    TllADE. 


money  required  to  complete  the  works  silreacly  contemplated,  rnnkes  it 
a  matter  of  high  importance,  which  has  not  been  lost  sight  of  in  this 
report*  that  such  information  should  be  given  to  the  financial  world  as 
may  remove  some  of"  the  obstacles  encountered  by  the  great  interests 
of  the  West,  owing  to  ignorance  of  their  true  condition  and  resources 
which  prevails  in  the  money  markets  of  Europe. 

This  ignorance  is  not  confined  to  foreigners,  but  exists  among  a 
portion  of  our  countrymen.  The  former  cannot  understand  how  rail- 
roads can  be  built,  and  made  to  pay,  in  comparatively  new  countries ; 
the  latter,  living  near  the  banks  of  great  rivers,  and  ou  the  Atlantic 
coast,  where  alone  surplus  capital,  as  yet,  abounds,  cannot  appreciate 
the  necessity  existing  for  the  constant  creation  of  these  iron  lines. 
Commerce  depends  for  its  existence  and  extension  upon  channels  af- 
forded as  its  outlets.  Primarily  it  follows  what  may  be  termed  the 
natural  routes,  which  are  often  not  convenient  ones. 

Modern  commerce  has  sought,  and  is  constantly  creating,  at  great 
expense,  artificial  channels ;  and  this  is  so  true  of  the  United  States, 
that  such  channels  have,  in  a  great  degree,  superseded  the  natural 
routes  ;  for  the  reason  that  the  direction  of  the  American  internal  com- 
merce is  between  the  agricultural  and  (he  commercial  and  manufacturing 
districts,  which  are  not  connected  by  the  two  great  outlets,  the  Missis- 
sippi and  the  St.  Lawrence  rivers.  Produce  leaving  Burlington,  Iowa, 
following  its  natural  outlet,  is  landed  at  New  Orleans ;  or,  leaving  De- 
troit, and  following  its  natural  course,  at  Quebec.  By  the  changing 
influence  of  artificial  channels,  it  is  now  easily  borne  to  New  York, 
Philadelphia,  Boston,  or  Baltimore.* 

These  are  the  facts  which  give  so  great  consequence  to  the  leading 
artificial  lines  of  communication,  such  as  the  Erie  canal,  Erie  railroad, 
Western  rmlroad,  the  Pennsylvania  railroad,  the  Baltimore  and  Ohio 
railroad,  the  Mobile  and  Ohio  railroad,  the  Virginia  works  in  progress 
for  connecting  the  seaboard  of  that  State  with  the  western  States ;  the 
South  Carolina  railroad  ;  the  several  works  in  Georgia,  and  other  roads 
and  canals  alluded  to  in  the  report. 

Many  portions  of  the  country  are  without  even  natural  outlets,  by 
which  to  forward  their  products  to  the  great  leading  or  national  routes 
of  commerce.  Their  products  are  comparatively  valueless,  on  account 
of  the  cost  of  transportation  to  market.  The  wheat  and  corn  grown 
in  the  central  portions  of  Kentucky,  Illinois,  and  Missouri,  will  not,  on 
the  spot,  command  one  quarter  their  value  in  New  York  or  the  other 
markets  on  the  Atlantic  coast. 

This  difference  in  value,  between  the  points  of  production  and  con- 
sumption, is  owing  to  the  cost  of  transportation.  Hence  the  necessity 
of  local  as  well  as  national  channels  to  the  development  of  our  re- 


*  From  New  Orleans  to  Now  York 4,290  tnilea. 

"  "         to  Philadelphia 4,054  " 

«•  "         toBaltimore 3.648  «« 

••  "         to  Boston 4,898  " 

"    Quebec  to  Boston 2,696  " 

••  ••      to  New  York 3,304  '« 

••  "      to  Philadelphia 3,540  «• 

'•  "      toBaltimore 3,976  " 

••  "      to  New  Orleans 7,594  " 


10 


ANDREWS     nEPORT  ON 


sources,  iind  to  the  further  creation  and  wider  extension  of  inland  com- 
merce. Efforts  to  construct  channels  of  commerce  suited  to  its  wants 
are  now  engrossing  tho  energies  and  capital  of  the  wliole  cmintry. 
Wc  have  already  constructed  thirtec.n  thousand  miles  of  railroads,  and 
have  at  least  thirteen  thousand  more  in  progress.  Our  roads  completed 
have  cost  four  hundred  millif)ns ;  those  in  j)rogress  will  cost  at  least 
two  hundred  and  sixty  millions  more — making  an  aggregate  of  six 
hundnxl  and  sixty  millions.  These  roads  are  indispensable  to  keep 
alive  and  develop  the  industry  of  the  country. 

The  cost  of  these  roads  will  not  he  less  than  twenty  thousand  dollars 
per  mile,  rc(iuiring  an  annual  outlay  of  about  eighty  millions  for  works 
m  progress. 

The  capital  of  the  country  is  not  equal  to  this  demand,  without 
creating  embarrassment  in  the  ordinary  channels  of  business ;  and 
unless  we  can  avail  ourselves  of  lijreign  capital,  a  portion  of  our  works 
wdl  be  retarded,  or  we  shall  be  involved  in  liuancial  trouble. 

We  could  borrow  from  England,  Holland,  and  France,  at  compara- 
tively low  rates,  the  money  needed  ibr  our  works ;  and  it  is  believed 
by  statesmen  that  by  a  judicious  extension  of  our  commerce  with 
other  parts  of  Europe  to  which  hitiierlo  less  attention  has  been  paid 
than  it  deserves,  inducements  could  be  created  lor  the  investment  of  a 
portion  of  their  large  surplus  capital  in  profitable  works  of  internal 
improvement  in  this  country,  yielding  high  rates  of  interest,  provided 
the  foreign  capitalists  could  be  made  to  fully  understand  our  condition, 
the  necessity  that  exists  (or  these  works,  and  the  prospect  of  their  yield- 
ing a  remunerating  traffic.  As  it  is,  our  works  are  mainly  carried  on 
by  aid  of  Ibreign  capital ;  but  we  have  to  pay,  at  times,  exorbitant  rates 
for  the  use  of  money,  simply  because  so  little  is  known  of  the  objects, 
value,  and  productiveness  of  our  works. 

One  course  adopted  by  many  of  those  who  are  constructing  the  roads 
in  progress  is  to  raise  money  upon  what  are  called  road  borids.  These 
bonds  are  based  upon  the  whole  cost  of  the  road,  and  are  consequently 
perfectly  safe  investments.  They  are,  notwithstanding,  sold,  on  an 
average,  as  low  as  85  or  87  cents  on  the  dollar,  and  the  capitalist  is 
alone  benefited  by  the  advance. 

One  object  which  the  undersigned  has  had  in  view  in  the  prepara- 
tion of  this  report,  is  to  diffuse  information  that  will  secure  an  active 
demand  for  our  sound  securities  at  the  best  rates,  so  that  the  public- 
spirited  companies  who  are  struggliiig  under  heavy  burdens  may  receive 
what  their  securities  arc  actually  worth,  and  may  not  be  compelled  to 
heavy  sacrifices.  Our  companies  during  the  present  year  will  be  bor- 
rowers in  the  market  for  fifty  millions,  to  be  raised,  in  a  great  degree, 
on  these  railroad  bonds.  This  amount  will  be  borrowed  mostly  firom 
European  capitalists,  at  a  discount  of  12  to  15  per  cent.,  making  an 
aggregate  loss  of  six  to  seven  millions. 

These  bonds  bear  7  per  cent,  interest.  The  above  discount  brings 
the  rate  of  interest  on  a  bond  having  ten  years  to  run  to  about  8^  per 
cent,  per  annum. 

These  bonds  are  sold  at  the  above  rates,  because  so  little  is  known 
of  the  projects,  or  of  tlie  real  strength  of  the  country.  The  purchasers 
demand  a  premium  in  the  nature  of  insurance,  and  as  soon  as  it  is 


vu 
on 
sui 
in 


as 


i 


C01X>NIAIi   AND   LAKE    TKADB. 


u 


/-and  llicro  is  no  risk,  tlicy  demimd  and  receive?  a  premium  equal  to  a 
perfect  security. 

It  in  no  |);irt  of  this  report  to  advocate,  in  any  way  whatever,  any 
particular  raih'oad,  or  any  particular  route  of  commerce ;  but  in 
view  of  ili(!  unquestionabI(!  necessity  that  exists  for  more  knowledge 
on  these  points,  both  at  homti  and  abroad — in  view  of  the  somewhat 
surprising  fact  that  we  have  no  published  documents  which  contain  any 
information  in  relerence  to  our  public  works,  ealcuhited  to  throw  light 
upon  ihe  subject,  the  undersigned  has  Iclt  it  his  duty  to  meet,  as  far  as 
possible,  the  wants  of  that  great  interest,  although  the  shortness  of  time 
allowed,  and  the  dilHculty  of  obtaining  materials,  has  rendered  the  work 
much  less  perfect  than  he  could  liavc  wished.  The  accompanying  re- 
port on  tiie  railroads  and  canals  of  the  United  States,  prepared  with  the 
assistance  of  Mr.  Henry  V.  Poor,  the  editor  of  the  American  Ilailroad 
Journal,  New  York,  with  his  map  annexed,  to  which  reference  has  been 
made,  may,  it  is  hoped,  prove  to  be  of  value  not  only  to  the  railroad 
interest,  but  to  ihe  countr}'  gener.dly,  and  important  at  this  period  to 
American  and  European  capitalists. 

The  unilersigned  conceives  that  the  ))osition  of  our  internal  commerce, 
as  illustrated  in  this  it-port,  may  well  be  a  subject  of  national  pride. 
For  the  last  fl.'W  cc^nturies,  the  attention  of  the  world  has  been  given  to 
maritime  commerce,  created  by  the  discovery  of  America  and  the  ocean 
path  to  the  East  Indies.  The  world  entered  u])on  a  new  epocb  when 
the  great  maritime  powers  struggled  lijr  dominion  on  the  high  seas.  As 
ancTo(juent  American  writer*  has  said  :  "Ancient  navigation  kept  near 
the  coasts,  or  was  but  a  passage  from  isle  to  isle ;  commerce  now  se- 
lects, of  choie<',  the  boundless  deep. 

"  The  three  ancient  continents  were  divided  by  no  wide  seas,  and  their  J'" 
iutercoursf!  w;is  chiefly  by  land.  Their  voyages  were  like  ours  on  Lake 
Erie — a  continuance  of  internal  trade.  The  vastness  of  their  transac- 
tions was  measured  not  by  tonnage,  but  by  counting  caravans  and  camels. 
But  now,  f()r  the  wilderness,  commerce  substitutes  the  sea;  for  camels, 
merchantmen ;  l()r  caravans,  llcets  and  convoys." 

Our  time  presents  another  epoch  in  eonnnercial  histor3\  Internal 
trade  resumes  in  this  country  its  ancient  dominion.  Commerce  now 
avails  itself  of  lakes  and  rivers,  as  well  as  of  the  sea,  and  often  substi-  . 
tutes  the  former  for  the  latter.  For  merchantmen,  it  now  substitutes 
steamboats;  for  fleets  and  convoys,  canal  boats  and  freight  trains  on 
railroads.  Upon  this  commerce  that  of  thtr  fum  ilepends.  Its  prosperity 
is  the  surest  foundation  of  national  power.  As  has  been  said  by  a 
philosophical  historian,f  "An  extensive  and  lively  commerce  would 
most  easily,  and  theret()re  the  soonest,  be  found  on  the  banks  of  large 
rivers  running  through  countries  rich  in  natural  productions.  Such 
streams  facilitate  the  int(>rcourse  of  the  inhabitants ;  and  a  lively  trade 
at  home,  which  promotes  national  industry,  is  .always  the  surest  foun- 
dation of  national  wealth,  and  consequently  of  foreign  trade.  The  course 
of  the  latter  depends  in  a  great  measurt;  upon  exterior  circumstances 
and  relations,  which  caiuiot  always  be  controlled ;  but  internal  com- 
merce, being  the  sole  work  of  the  uiUion,  only  declines  with  the  nation 
itself." 


! 


I 


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' 


;i.i; 


•Bancroft. 


t  Ileeren. 


19 


ANDREWS     REPORT   ON 


Si 


'I 


ji 


THE  TRADE,   COMMKIICK,   AND   NAVIGATION  OF  THK   BRITK^H    NORTH 

AMKRICAN  COLONIKS. 

In  conformity  with  your  personjil  directions,  iind  pnrsuunt  to  your 
written  instructioiH,  tin;  uiKl(Tsi<2[ned  liiis  diligently  prosccutod  certain 
inquiries  with  referenci?  to  the  J3ritis[i  North  Americiin  colonies,  more 
especially  as  regards  their  foreign,  internal,  and  intcrciolonial  trade, 
their  commerce  and  navigation,  and  their  fisheries.  Having  procured 
some  new  and  special  information  on  these  several  points,  of  much  in- 
terest ti  citizens  of  the  United  States,  he  submits  the  same  without 
delay,  in  the  briefest  possible  ff)rm,  to  the  consideration  of  tlui  gov- 
ernment. 

Since  his  appointment  as  consul  at  St.  John,  New  nrunswick,  in  1843, 
the  undersigned  has  had  the  honor,  on  several  occasion.^,  of  calling  the 
attention  of  government  to  the  extent,  value,  and  importance  of  the  trade 
and  navigation  of  the  British  North  American  colonies,  and  of  pointing 
out  the  necessity  of  action  on  the  part  of  the  general  goverinnent,  to 
meet  the  important  commercial  changes  which  have  taken  place  within 
the  last  few  years.  He  has  also  had  the  honor  of  suggesting  the  neces- 
sity of  wise  and  liberal  legislation  in  relation  to  this  important  and 
valuable  trade,  with  the;  view  of  securing  its  profits  and  advantages  to 
citizens  of  the  United  States,  in  whose  immediate  neighborhood  it 
exists,  and  to  whom,  under  a  fair  and  equal  systinn  of  commercial  in- 
tercourse, it  may  be  said  to  appertain. 

In  the  beginning  of  this  report,  the  undersigned  has  replied  to  one 
part  of  the  resolution  of  the  Senate  in  relation  to  the  trade  and  com- 
merce of  the  great  lakes ;  and  in  the  latter  portion  he  has  the  honor  to 
submit  a  number  of  documents  and  statistical  returns  in  n.'lution  to  the 
British  North  American  colonies,  made  up  to  the  latest  possible  mo- 
ment. He  most  respectfully,  but  earnestly,  solicits  the  attention  of  the 
government,  and  of  the  whole  commercial  community,  to  the  docu- 
ments and  returns  hennvith  submitted,  and  re(|uests  a  particular  exam- 
ination of  the  separate  reports  on  each  colony,  respectively,  and  of  the 
special  reports  on  the  British  colonial  and  Freucn  fisheries  of  North 
America;  which,  at  this  time,  will  be  found  to  possess  much  interest. 

The  undersigned  also  invites  particular  attention  to  the  sketch  of  tho 
early  history,  and  present  state  of  our  knowledge  of  the  geology,  miner- 
alogy, and  topography,  of  Nova  Scotia  and  New  Brunswick,  prepared 
expressly  for  this  report,  by  one  of  our  most  distinguished  geologists, 
Dr.  Charles  T.  Jackson,  who,  in  conjunction  with  Mr.  Alger,  of  Bos- 
ton, first  brought  to  public  notice  the  important  mineral  resources  of" 
these  provinces. 

That  full  confidence  may  be  placed  in  the  statements  relating  to 
trade  and  commerce  of  the  colonies  embraced  in  this  report,  it  may  be 
proper  to  state  that  each  colony  has  been  visited — the  three  following : 
Canada,  Nova  Scotia,  and  New  Brunswick — several  times  in  person  by 
the  undersigned,  and  that  the  returns  have  been  carefully  compiled  not 
only  from  official  documents,  but  from  trustworthy  private  resources; 
and  in  this  connexion  the  undersigned  gratefully  expresses  his  obligations 


< 


1 


COLONIAL   AND   LAKH    TitADB.  13 

lo  Thomns  C.  Kcclcr,  csc].,  Montreal,  for  his  contribulions  respecting  tho 
resources,  trndo,  nnd  coinmcrco  of  Canndii. 

The  possessions  of  Cire.'it  liriLiiin  in  North  America,  cxehisivo  of  the 
West  India  Jshnid.^,  are,  the  iniited  provinces  of  Canada  Eusl  and 
Cana(hi  West,  lh»;  province  of  New  lirnnswick,  the  province  of  Nova 
Scotia,  wfiich  inchides  the  island  of  Cape  IJrcton,  tho  island  colonies 
of  Ne\vfi)undlan(I  uud  Vr'uwo  Edward  Island,  Lnhrndor,  and  the 
wide-«[)read  rei^ion  (inelndini^  Vancouver's  Island,  iIk;  tnost  iniportant 
position  on  the  I'aciiic  ocean)  undtT  the  control  of  the  Hudson  8  Buy 
('ompany,  (.'Xtenditip;  fnjiu  Labrador  to  the  Pacific,  and  from  lh«!  north- 
ern bounds  of  Canada  to  the  Arctic  ocean,  except  the  districts  claimed 
by  llussia. 

These  possessions,  vi(!wed  nien^ly  with  reference  to  their  vustsuper- 
lices,  which  (sxeeeds  li)ur'  millions  of  geographical  s(i[uare  miles, 
(;omprise  a  territory  of  great  im{)ortance,  mon;  es|)eeially  when  the 
raanil()ld  advantages  of  their  geographical  position  are  taken  into  con- 
sideration. But  their  importance  should  be  estimated  less  by  their 
territorial  ext(;nt  than  by  the  numerous  resources  they  contain;  their 
great  capabilities  for  improvement ;  tlu;  increase  of  which  their  com- 
merce is  susceptible  ;  and  the  (sxtensive  field  they  present  for  coloniza- 
tion and  settlem(;iit. 

The  British  North  American  provinces,  to  which  these  reports 
and  documents  are  more  especially  confined,  occupy  comparatively 
but  a  small  portion  of  the  aggregate  superfices  of  the  whole  of 
the  British  possessions  on  this  continent;  yet  they  cover  a  wide  extent 
of  country;  as  will  be  perceived  by  the  following  statement  of  their 
area : 

Canada  East,  (acres) J28,C69,680 

Canada  West 31,745,639 

IGO.405,219 

New  Brunswick 22,000,000 

Nova  Bcotia  (proper) 9,534,196 

Cape  Breton 2,000,000      • 

11,534,196 

Newfoundland 23,040,000 

Prince  Edward  Island 1,360,000 

Total  area  British  North  American  provinces. . . .    218,339,415 

In  1830  the  population  of  all  these  provinces  was  slated  at  1,375,000 
souls.  The  census  returns  at  the  close  of  the  y(!ar  1851,  give  the 
following  as  their  present  population  : 

Canada,  East  and  West 1,842,265 

New  Brunswick 193,000 

Nova  Scotia  and  Cape  Breton 277,005 

Newfoundland 101,600 

Prince  Edward  Island 62,678 

Total 2,476,548 


:f! 


ii 


m. 


'  ! 


I 


il 


1 1 1 


14  andkewh'  UK  port  on 

Tho  following  tabic  is  an  abstract  from  the  late  Cun.uliuu  census : 


NttlvM  or  I''n((taiul  and  Walim 

Hcotliind 

Iroluiiit 

(^anu<ta,  Fruncli  oriifiii 

"       not  of  Vrum'.h  origin  .. . 

llnitod  SlatoM 

Nova  Hnotiii  and  I'rinuo  Kdward 

Now  lirunHwiL-k 

No  wt'uiindland 

Wont  Indies 

KuHt  IndioH 

.^    (}orniany  and  Holland 

>     Franoo  und  ltul)riiini 

i     Italy  and  (ircnco 

'    Hpalri  und  I'ortiigal 

.Sweden  und  Norway 

Ki|HMiu,  i'olund,  and  PruHnia  .... 

HwiUurlund 

Austria  and  Hungary 

(iuurnMoy 

•Icmoy  and  otlior  Hritisli  iHlandH. 

( )lhur  placuH 

Born  at  hou 

Birtli-plttco  not  known 


Total  |>opulation '    H90,SGI 


l.owor 

ITpprr 

Total. 

Canada. 

Canada. 

ii,a:w 

H:,',r)!)!» 

»3,9m> 

i4,.'-.(;.'i 

75,811 

!)u,.t;«; 

.'il,4t)!> 

I70,a(i7 

^'J7,7(i(> 

(iU<J,A:iH 

'^0,417 

7!i5,94.'» 

lar^ftHO 

.VJ(i,()!)3 

i;5l,G73 

I'J.IH'J 

43,7.'W 

5G,ai4 

474 

3,785 

'l,a59 

48(1 

'J,G34 

3,114 

.^>1 

7!) 

13U 

47 

345 

39iJ 

4 

l(l(i 

110 

IS'J 

y,957 

10,1IG 

359 

1,007 

l,3Gti 

an 

15 

4:1 

18 

57 

75 

19 

ait 

41 

H 

188 

19«J 

38 

ao!) 

847 

a 

n 

l.t 

IIH 

a4 

14;.» 

U93 

131 

421 

83(1 

1,351 

•J.  181 

10 

Wib 

178 

'i,44G 

88!) 

3,335 

890, SGI 

l)5a,004 

^sia.ac". 

Tuking  th«3  uveruijic  ratio  ol' iiicrca.so  of  lliesc  colonics  rollccfivfly,  it 
has  been  found  that  they  doubhi  their  population  every  sixteen  or 
eighteen  years;  yet,  various  can'f\s  have  eontribiited  to  render  the 
increase  smaller  in  the  la.st  tweniy-one  yeius,  thiui  atliiriner  periods. 

But  the  comtnereial  fre(!(l(ini  whi'li  (Jreat  Britain  has  reeeiitly  con- 
ceded to  her  dominions,  both  at  liome  and  abroad,  has  eauscul  these 
North  American  colonies  to  take  a  new  start  in  th«.'  racf;  of  nations,  and 
in  all  probability  their  population  will  incr(?a.s(!  more  rapidly  heri^after 
than  at  any  previous  period. 

The  swelling  tide  ol'  population  in  these  valuable  poss(!Ssions  of  the 
crown  of  England,  great  as  has  been  its  constant  and  wonderful  in- 
c.  *ase,  will  scarcely  excite  .so  much  surpri.s(!  as  a  consideration  of  the 
astonishing  growth  of  their  trade,  commerce,  luid  navigation  within  a 
comparatively  brief  antl  rec(;nt  prsriod. 

In  1806,  the  value  of  all  th(!  <  sports  from  the  wliol"  r.l'  {b.o.  British 
North  American  colonies  was  but  iri»7,287,940. 

During  the  next  (piarter  of  a  century,  after  1806,  ilu  se  exports  were 
more  than  double  in  value,  J})r  iti  1831  they  amounted  to  $l(),r>23,/il0. 

In  the  twenty  years  which  have  elapsed  since  1831,  the  e-xports 
un\c  not  merely  doubled,  but  have  reached  an  increase  of  116  per 
cent.  L»i"ing  tt^e  year  1851  the  exports  of  the  British  North  AmerieatJ 
colon'cs  i  rr,     i.tL'i  to  no  1^  ;s  than  $35,720,000. 

E(iu;d  With  ll:  j  constant  increa.se  in  the  value  of  exports  has  Ihx'H 
the  in*  r.'Ubo  o!  shipping  .md  navigation. 

The  t"nnag(j  outward,  by  sea,  from  all  the  ports  of  these  colonies,  in 
1806,  was  but  124,247  tons. 


COLONIAL  AND   LAKB    TRADB.  15 

In  1831,  th<*  tonnngo  outward,  by  ficn,  ritnoiititcd  lo  8>'J6,()68  tons,  ex- 
hibiting ail  iricrniw  nf  (57  per  cent,  in  tin;  ([iiiirtcr  «»f'  a  cent  my  which 
had  th(;ii  elapsed. 

So  hirgi!  an  iricn'ase  as  thi.M  eouhl  not  heM'xpcctcd  to  be  inaintnin'-d ; 
yet  th<!  iiicnN'isc!  which  ''?>s  taken  pbi'e  during  the  iwenly  yenrs  since 
ehipsed  has  been  nearly  ^s  icmarkabK.  Iti  18.01,  the  tonnage  out  ward* 
by  sea,  from  the  Norlli  Anicricnii  olonies  nnionntod  to  l,/jH3,|04  tt<«i^ 
or  nearly  doubh;  what  n  wna  in  the  year  1831. 

At  an  early  period  after  their  (irsi  settlemeni  \ho  inhai)itani.-  ot'  the 
North  Am(;rieaii  colonies  direeti  d  their  attention  to  ship  bnildin-,'.  The 
eounlriert  they  oceu[)y  furnish  timber  of  great  excellence  t(>r  this  i)urpose, 
and  ar(j  possessed  of  unrivalled  faeilities  |(»r  the  constructinn  ;*iid  launch- 
irig  of  ships.  This  branch  of  business  has  steadily  inceast-d,  until  it 
Ici8  attainetl  a  prominent  position  as  priiu'ipally  employing  colonial 
ii.atcrials  wrought  up  by  colonial  industry.  At  first  die  colonists  only 
constructed  such  vessefs  as  tlu^y  re(|uired  l()r  their  own  coasting  and 
f()reign  trade,  and  for  tla;  prosecution  of  their  unequalh'd  fisheries;  but 
of  late  years  they  have  been  somewhat  extensively  engaged  in  the  con- 
struction of  ships  of  large  siz(!,  liir  sale  in  tla^  l.'nited  Kaigdoiiis.  New 
ships  may  therefiirc  b(>  classed  among  tli(*  exports  o(  the  iiritisli  North 
American  (colonies  to  tin*  paniit  State. 

The  new  ships  built  in  these  colonies  in  1832  nm<  aited,  in  thr;  ag- 
gregate, to  33,778  tons.  In  1841,  tin;  nc^w  vessels  wei  ■  nnmt  than  three 
times  as  many  as  in  1832,  and  numbered  104,087  tons.  In  1849, 
tho  tonnag«!  of  new  ships  increased  to  108,038  tons.  In  LS.OO,  there 
was  a  still  further  increase,  the  nt;w  ships  built  in  that  ^  ''ar  numbering 
112,787  tons. 

That  the  <;olonies  have  great  capacity  for  the  profitabl<  employmenl 
of  shipping  is  demonstrated  by  tla^  steady  increase  of  tli'  ir  mercantile 
niurinc;.  Krom  those  periods  in  their  early  history,  when  i  ach  colony 
owned  but  one  coaster,  their  vessels,  year  by  year,  without  a  decrease 
at  any  peiiod,  and  without  a  single  pause  «••  check,  ha  e  regularly 
swelled  in  numbers  and  in  tonnage,  up  to  the  ])resent  uk  uient,  when 
their  aggregate!  exceeds  half  a  million  of  tons,  now  owiu-d  and  regis- 
tered in  the  cohaiies,  and  fully  employed  in  their  trade  and  I'usiness. 

The  rate  of  this  steady  and  continual  increase  of  the  tonnige  of  the 
colonies  may  be  gathered  from  the  following  statemenl  of  tli  tonnage 
owned  I'v'  tli(!  colonies  at  various  periods  sinc;e  the  conimei:  ^'nienl  of 
the  present  century. 

Aggngate  tonnage  of  the  provinces  of  Canada,  New  Bi  inswick, 
Nova  Scotia,  Newf()undlan(l,  and  Prince  Kdward  Island,  ai  varioUvS 
periods  sinc(!  1800: 

Tona. 

180G 71,943 

1830 170,040 

183() L^74,738 

1846 31)9,204 

ISrX) 446,935 

The  commerce  of  the  colonies  may  be  said  to  have  had  its  beginning 
within  the  past  century.  Without  entering  upon  details  of  its  rise  and 
extraordinary  progress,  which  can  be  clearly  traced  in  the  documents 


IC 


ANDREWS     REPORT   ON 


attached  to  this  report,  and  to  the  report  which  I  had  the  honor  of  sub- 
mitting to  you  in  1850,  it  will  be  of  great  interest  to  notice  its  present 
extent  and  importani^'. 

The  tonnage  entered  inward,  by  sea,  at  the  several  ports  of  the  North 
American  colonies  amounted  in  1851  to  an  aggregate  of  1,570,663  tons. 

The  tonnage  cleared  outward  in  that  year  from  the  same  ports 
amounted  to  1,583,304  tons. 

Commensurate  with  this  large  amount  of  tonnage,  employed  in  a 
•commerce  which  may  be  said  to  iiave  had  its  beginning  since  1783, 
has  been  the  extent  of  colonial  trade  during  the  year  just  past. 

The  value  of  this  trade  is  exhibited  in  the  condensed  statements 
whicli  follow. 

The  total  exports  of  Canada  lor  1851,  made  up  from  United  States 
and  Canadian  returns  l()r  this  report,  give  a  different  but  a  more  cor- 
rect result,  as  will  be  seen  by  the  following  statements : 

The  total  exports  from  Canada  for  1851,  as  per  returns. .  $13,262,376 

Of  which  Quebec  exported §5, 622,388 

Montreal 2,503,916 

Inland  ports 5,136,072 

13,262.376 

Exported  to  Great  Britain $6,435,844 

United  States 4,939,300 

"         British  North  American  colonies. .   1,060,544 
«•  Other  countries 826,688 

13,262,376 

The  character  of  the  above,  and  the  comparative  value  of  the  chief 
material  interests  of  the  colony,  may  be  seen  by  the  following  table: 

Mines $86,752 

Sea 249,296 

Forest 6,063,512 

Agricultural 817,496 

Vegetable  ibod 3,766,396 

Other  agricultural  products 38,028 

Manufactures 55,124 

Unenumerated 2,115,772 

13,262,376 


Mil 


COLONIAL   AND    LAKE    TRADE. 


17 


Imports  into  Canada  by  river  St.  Lawrence,  giving  onhj  the  imncipal  arti- 
'  cles  and  values,  for  the  year  1851. 


Articles. 


Tea 

Tobacco 

Cotton  manufactures 

Woollon  manufactures 

Hardware  manufactures 

Wooden  ware 

Machinery 

Boots  and  shoes 

Manufactures  of  leather  .. . . . 

Hides 

Tanned  leather 

Oil,  not  pnlin 

Paper 

Rico 

Sugar 

Molasses 

Salt 

Glass 

Coal 

Furs 

Manufactures  of  silk 

Manufactures  of  India  rubber 

Dye  stutl's 

(Joftec 

Fruit 

Fish 

Unenumcratcd 


Vak 


$168,084 

18,924 

3,018,332 

2,301,816 

1,627,208 

11,612 

6,852 

6,868 

53,156 

1,164 

46,440 

135,708 

65,228 

12,396 

712,408 

60,968 

25,980 

78,260 

101,176 

90,032 

407,492 

233,324 

38,916 

13,632 

54,304 

71,260 

5,855,776 


15,217,316 


Tl'is  includes  the  imports  in  transit  for  the  United  States,  and  those 
under  hond  tor  Upper  Cjuinda. 


tl 

: ; 

:    'I 

: 
if 


Exports  from  Canada  to  other  countries,  (princij)aUy  Great  Britain,)  giving 
•  the  jirincipal  arlirfjs  and  values,  for  the  year  1851. 


Articles. 


Apples 

Ashes,  pot  .  . 
Ashes,  pearl. 
Ash  timber. . 

iiarloy 

liattens 

Hcef 


Kirch  timber. 
Hiscuit 


Butter 

Deals,  pine  and  Kjiruce. 

Kim  timber 

Hour 


Handspikes, 
[jard 


Lath-wood  and  firc-wood  , 
Masts 


Moal,  corn  and  oat. 


Values. 


P,404 

86,900 

37,372 

14,900 

408 

1 ,960 

5,268 

18,468 

4,376 

26,596 

937,480 

196,124 

570,876 

900 

2,256 

32,080 

67,100 

9,976 


i 


If 


18 


ANDREWS     REPORT   ON 

Erporls from  Canada,  Sfc. — Continued. 


1 


. 


n 


Articles. 


Oak  timber 

Oars 

Oats 


Peas  and  bi'ans 

Pine  tiniberj  rod  and  wiiite. 

Pork 

Shingles 

Spars 

Staves 


Tamarac  wood  a  id  sloppors. 
Furs  and  skins 


Total  from  Quebec 

Value  of  similar  articles  from  Montreal 
(Jnenumerated  from  othci*  ports 


Total  exports  by  tlie  St.  Lawrence. 


Values. 


$189,308 

4,536 

2,276 

8,960 

1,974,760 

30,424 

260 

44,640 

382,136 

6,096 

12,208 


4,671,048 
2,060,156 
1,401,212 


8,132,416 


'i  i  . 


As  nearly  as  can  be  ascertained,  the  {bllowing  statement^^  exhibit  the 
natiu"al  j)r()thiel,s,  domestic  manufactures,  and  foreign  goods  imported 
into  the  colonies  from  the  Tnited  States  l()r  1851. 


Canada 

New  Hrunswick 

Newfoundland 

Nova  Scotia , 

Prince  Edward  Island 


Natural  products, 


$2,024,188 
869,683 
803,946 
H 17, 361 

77,858 


Domestic  manu-  i   Foreign  goods, 
facturcs.  &c. 


$3,471,685 
335,515 
115,397 
415,943 


$2,712,675 

325,702 

34,923 

1.57,160 


Aggregate  of  colonhd  imports  from  Great  Britain,  V/iiCed  States,  and  other 

countries,  fur  the  i/eitr  1851.  • 


I 


Great  Hritaiii. 


United  Stales,    i  Otlier  countries. 


Canada ^12, 876,828  Si8,936,236 

Nova  Scotia 2, 1.1S,()35  1  ,;)1)0,965 

New  IJrunswick' 2,2!»2.,Slt((  1 .6.'t4, 175 

Newfomidlaiid 1, 6(1(1, 7.")0  998,735 

Prince  Kduard  Island 279,(^98  !                41 ,003 


Tot^i 


-■,878,706 


12,678,279 


S>1,447,376 

2,003,640 

954,9.35 

1,655,695 

305,974 


6,191,405 


*  New  Hriiiiswii'li  rcliini.s  fur  1851  show  ;iii  iiureaso  in  exjiorLs  nl"  about  15  per  cent.,  and 
of  19  pcrcciil.  in  the  inijioils,  jircater  tlinii  in   uiy  otiicr  rulnny. 


■'** 


i 


COLONIAL   AND   LAKE    TRADE. 


19 


Aggregate  of  colonial  exports  to  Great  Britain,  United  States,  and  other 

countries,  for  the  year  1851. 


Great  Britain.       United  States. 

Other  countries. 

t 

Canada t        ft6,731,204 

$4,939,280 

736,425 

415,140 

99,970 

55,385 

$1,035,538 
2,663,640 

Nova  Scotia *• '              142.245 

New  Brunswick '          2.909,790 

535,190 

Newfoundland 2,162,755 

Prince  Edward  Island 84,966 

2,538,680 
184,638 

Total , 11,568,925 

6,218,060 

6,877,831 

5  r 


COLONIAL  TRADE  IN  1851, 
CANADA. 


Imports— sea *$15,324,348 

inland 8,681,680 


Exports— sea 8,081,840 

inland t3,259,888 


Add  for  value  of  new  ships  built  at  Quebec,  and 
sent  to  England  for  sale,  $1,000,000 ;  imd  a  farther 
large  sum  for  under-valuation  of  exports — making 
in  the  whole 


S24,006,028 


35,347,756 


$40,000,000 


NEW     BRUNSWICK. 


Imports S4,852,440 

Exports 3,780,105 

8,632,-545 


New  ships,  45,000  tons in 

NOVA  SCOTIA.        !/fUi'rl(  .Jr/wo/f</ 

Import.s {$5,527,640 

Exports 3,542,310 


9,069,950 


. .  .in 


all 


10,000,000 


NEWFOUNDLAND. 


Imports ;iji4,609,291 

Exports 4,276,876 


8,886,167 in  all 


9,000,000 


'This  auuMint  includes  goods  in  ^•a«si<l(.  |  By  United  States  returns,  $4,928,888. 


'■ 


ill 


:•. 


!i 


I!      II 


III 


i 
t 


20 


Imports 
Exports 


ANDREWS     REPORT   ON 


PRINCE    EDWARD    ISLAND. 


$630,475 
3G0,4G5 

990,940 in  all 


New  shipping,  15,000  tons 
Grand  total. 


$1,200,000 


70,200,000 


Although  it  Jippears  by  this  stntoment,  that,  as  in  most  now  countries, 
the  amount  of  imports  greatly  cxccnls  the  estimated  value  of  the  ex- 
ports, yet  it  must  be  taken  into  account  that  the  apparent  balance  of 
trade  against  the  colonies  is  fully  overcome  by  the  low  price  at  which 
their  exports  are  valued  at  the  places  of  shipment,  as  compared  with 
the  prices  obtained  abroad;  the  value  of  new  ships  sold  in  Iwigland; 
the  freights  earned  by  thest;  ships  while  on  their  way  to  a  market; 
and  the  large  freights  earned  by  colonial  ships  in  transporting  the  bulky 
products  of  the  colonies  to  foreign  c-ountries ;  all  of  which  profits,  sales, 
and  earnings,  accrue  to  the  colonial  merchant,  and  render  the  trade  of 
the  colonics,  at  the  present  time,  healthy  and  prosperous. 

After  presenting  the  preceding  statements  the  undersigned  docs  not 
deem  it  necessary  to  discuss  in  an  elaborate  manner  the  many  interest- 
ing questions  wliich  they  will,  on  examination,  unquestionably  present 
to  the  statesmen  of  England  .and  America ;  more;  especially  as  the 
question  of  reciprocal  li-ee  trade  between  th(^  United  States  and  the 
British  North  American  Colonies  is  now  bcifore  Congress,  and  received 
especial  attention  in  a  previous  report  of  the  undersigned  submitted  to 
yourself,  and  printed  as  Executive  Document  No.  23,  31st  Congress,  2d 
session. 

From  1794  to  1830  the  trade  of  the  colonies  was  a  subject  of  iimch 
negotiation  between  the  two  governineiits,  and  was  always  cf)nsidered 
by  John  Quincy  Aiiams  as  one  of  great  conseciuenee  to  the  United 
States.  This  protracted  and  almost  us(4ess  negotiation  produced  no 
other  results  tlian  a  contraction  of  the  trade  of  the  eolonifs,  and  an 
estrangement  between  the  people  of  both  countries. 

Tt  is  well  known  to  tli(^  Department  of  the  Treasury  that  Mr. 
McLane's  arrangements  with  Engliuul,  in  1830,  in  relation  to  this 
trade,  were  most  unsatisl'actory  to  the  i:omniercial  community,  and 
called  forth,  ti'om  that  interest,  urgent  remonstrances  against  their  par- 
tial character.  Time  has,  however,  proved  their  beneficial  operation 
upon  the  general  interests  of  the  American  and  cf)loniid  tra(l(>,  thus  fur- 
nishing another  proof  that  profitable  commerce  can  only  exist  in  perfi'Ct 
freedom. 

Although  the  convention  of  1830,  u[)on  the  whole,  ji;id  a  l)eneficial 
influence,  yet  it  still  left  the  IrijdeoftJK!  United  Stales  wilii  the  colonies 
subject  to  many  onerous  and  uiniecessiny  restrictions,  wliic:li  hav(;  had 
a  very  injurious  efii-ct  u])on  it.  Until  near  the  year  1840,  that  trade 
did  not  r.ipidly  increase;  but  tiH>n  it  suddenly  expanded.  From  that 
oeriod  to  the  pres(.'nt  time  then;  has  been  a  constant  increase,  but  by  no 


i 


COLONIAL   AND   LAKE    TRADE. 


21 


means  to  the  extent  which  would  have  unquestionably  taken  place  if 
the  trade  had  been  wholly  unlettered,  and  allowed  to  flow  freely  in  its 
natural  course. 

It  is  somewhat  singular,  thai,  notwithstanding  the  geographical  posi- 
tion of  these  colonics  with  reterenco  to  the  United  States,  and  the  national 
importance  of  the  various  rehilions  with  them,  no  change  has  talten 
place  in  the  policy  of  this  country  toward  them  for  nearly  a  quarter  of 
a  century,  (while  so  much  that  is  wise  and  great  has  been  accompUshed 
during  the  same  period  lor  the  benelit  of  commerce  in  this  and  other 
countries,)  except  the  drawback  law  of  184(5,  which  has  increased  the 
export  of  forciign  goods  from  $1,3(53,767,  in  1846,  to  $2,9.54,536,  in 
1851.  For  many  years  alter  the  Ilevolution,  under  a  wise  and  saga- 
cious policy,  the  colonial  trade  reci.'ived  a  very  considerable  share  of 
attention,  and  efliMts  were  made  to  place  it  on  an  equitable,  if  not  a 
liberal  basis;  but  it  unlbrtunatcly  became;  involved  widi  (lueslions  em- 
bracing tlu!  whole  l()reign  policy  of  the  country,  which  prevented  the 
J  adoption  of  permanent  measures  of  a  liberal  character. 

Soon  alier  the  imperial  act  of  1846,  which  had  such  atUsastrous  effect 
upon  colonial  trade,  delegates  were  sent  from  Canada  to  this  country  to 
arrange  the  terms  of  a  reciprocal  free  trade  in  certain  specified  articles. 
The  proposition  was  lavorably  received  by  Mr.  Polk's  administration, 
and  was  ably  supported  in  Congress  by  leading  gentlemen  of  both 
parties.  A  bill  w^as  introduced  in  1848  for  reciprocal  free  trade  with 
Canada  in  certain  articles,  which  passed  the  House  of  Representatives, 
and  would  probably  have  passed  the  Senate,  but  l()r  the  great  pressure 
of  other  im[)orlant  matters. 

This  bill  of  1848  was  considered  by  a  portion  of  the  people  of  the 
United  Slates  as  strictly  a  colonial  measure,  for  the  benefit  of  the  colo- 
nists only  ;  especially,  it  was  supposed  that  it  might  prove  prejudicial 
to  the  agricultural  interests  of  this  country,  as  Canada  for  a  few  years 
has  been  an  exporter  of  wheat  to  a  small  extent;  but  the  subject  having 
since  been  discussed,  it  has  (whibiled  itself  in  a  new  light,  and  is  now 
considered  by  many  as  one  of  ecjual  interest  to  the  United  States  and 
to  the  colonies. 

The  agricullun^  of  a  country  is  well  considtTcd  as  its  most  valuable 
interest.  It  was  natural  llierelbre,  thai  the  lirsL  question  raised  as  to 
the  policy  of  nciprocal  trade,  should  have  relat(>d  to  the  effects  of  free 
Canadian  consunq)lion  upon  our  agiicullural  interests.  The  accom- 
panying tables,  showing  the  total  production  of  wheat,  rye,  and  corn, 
in  the'  United  Slates,  i'or  the  year  1850,  with  the  (luantity  of  agricultu- 
ral produce  in  Canada,  show  that  nothing  is  to  be  teared  from  Canadian 
consuuqition. 


I'll 
M 


n 


'   1 


fl 


*    : 


32  ANDUEWS'    REPORT   ON 

Agricultural  Abstract — Upi)cr  and  Lower  Canada,  1851. 


Lands,  produce,  live  stock,  and  domestic  manu- 
factures. 


Number  of  persons  occupying  lands 

Of  whom  those  held  10  acres  and  under 

10  to    20  

20  to    50  

SO  to  100  

100  to  200  

Over  200  

Number  of  acres  held  by  the  above 

"     under  cultivation 

"         "     crops  in  1851 

"         <'     pasture 

"         "     gardens  and  orchards. 

"     wild  or  imder  wood 

"    under  wheat 

"        "     barley 


rye 

peas 

'JdtS 

buckwheat 

inai/e 

potatoes  

turnips 

other  crops,  fallow  and  idle. 

Produce  in  bushels — Wheat 

l^arlcy 

Rye 

I'eas 

Oats 

Ituckwhcat 

iVlaize 

Potatoes 

Turnips 

Clover  and  grass  seeds 

Carrots 

Mangel  wiirtzel 

Beans 

Hops 

Ifay 

Flax  or  hemp 

Tobacco 

Wool 

Maple  sugar 

Cider 

Fulled    cloth 

Linen 

Flannel , 

Live  Stock — Bulls,  oxen,  and  steers , 

Milch  cows 

Calves  and  heifers 

Horses , 

Sheep 

P'J?s 

Pounds  of  butter 

"  cheese , 

Barrels  of   beof , 

"  pork  

fish , 


lbs. 

tons. 

lbs. 


galls, 
yards. 


Lower 
Canada. 


94,449 

13,261 

2,701 

17,409 

37,885 

18,G08 

4,685 

8,113,015 

3,605,517 

2,072,953 

1,502,-355 

30,209 

4,508,398 

427,111 

42.927 

46,007 

165,192 

590,422 

51,781 

22,669 

73,244 

3,897 

649.703 

3,075.868 

668,626 

341,443 

1.182,190 

8,967,594 

.5.30,417 

400,287 

4.456,111 

.369.909 

18,921 

82,344 

103,999 

23,602 

111,1.58 

965,653 

1.867,016 

488,652 

1.430,976 

6; 190. 694 

53,. 327 

780,891 

889,. 523 

860,8.50 

111,819 

294,514 

180,317 

236,077 

629,827 

256,219 

9.637,1.52 

511,1114 

68,747 

223, H70 

48,363 


Upper 
Canada. 


99,860 

9,976 

1,889 

18,467 

48,027 

18,421 

3,080 

9,823,233 

3,697,724 

2,274,586 

1.367,649 

.55,489 

6, 125,. 509 

782,115 

29,916 

38,968 

192,109 

421,684 

44,265 

70,571 

77,672 

17,135 

600,151 

12,092,8.52 

625,875 

479,651 

2,873,394 

11,193,844 

6.39,. 384 

1,606,513 

4,987,475 

3,644,942 

42,460 

174,895 

.54,226 

18,109 

113,064 

681,682 

.50,6.50 

764,476 

2,699,764 

3, 581,. 505 

701,612 

527,466 

14,955 

1,169,301 

193.982 

296,924 

2.54,988 

203,. 300 

968,022 

569,237 

15,976,315 

2,226,776 

817,746 

528,129 

47,589 


Total. 


194,309 

23,237 

4,590 

35,876 

85,912 

37,029 

7,765 

17,937,148 

7, .303, 241 

4,347,539 

2,870,004 

85,698 

10,633,907 

1,209,226 

72,843 

84,975 

3.57,301 

1,012,106 

96,046 

93,240 

150,916 

21,032 

1,249,854 

15,768,720 

1,294,501 

821,094 

4, 0.55,. 584 

20,161,438 

1,169,801 

2,096,800 

9,443,.58G 

4,014,851 

61,381 

2.57,239 

168,225 

41,711 

224  222 

1,(147 1 335 

1.917,666 

1,2.53,128 

4.130,740 

9,772,199 

7.54,939 

1.308,. 357 

904,478 

2,030,151 

305,801 

.591,438 

4.35,305 

439,377 

,.597,849 

825,456 

25,013,467 

2,737,790 

886,493 

751,999 

95,952 


1. 


The  grain  crojts  in  Lower  Canada  arc  all  taken  in  the  minot  and  not  in  tho  busho),  excepting 
the  townships. 

Beef  and  pork  are  very  incorrectly  given  in  both  parts  of  (ho  province. 

The  fish  in  Lower  Canada  i.*  exclusive  of  tho  Gaspe  and  Bonaventuro  fisheries,  of  which 
there  is  a  separate  report.  W.  (;.  CIIOFTON, 

Secretary  Board  of  Registration. 


COLONIAL  AND  LAKE  TRADE.  33 

Abstract  of  the  cereal  produce  of  the  United  States  in  1851. 


State. 


Maine 

Now  ICanipsliirc 

Vermont 

Massacliimctts 

Rhode  Island 

Connecticut 

New  York 

Now  Jersey 

i'cnnsylviinia 

Delaware 

Maryland 

District  of  Columbia. 

Virginia 

North  Carolina 

South  (^'arolina 

Uoorfria 

Florida 

Alabama 

MisHintiippi 

liouisiana 

TexaH 

ArkansaH 

Tennessee 

Kentucky 

Ohio 

Michigan 

Indiana 

Illinois 

Missouri 

Iowa 

Wisconsin 

California 


TKIUMTOniF.S. 


Minnesota.. . 

Orgon 

Utah 

New  Mexico. 


Wheat.bushols  of 


296,  a5!) 

31,211 

41) 

41,762 

13,121,41)8 

1,601,100 

15,367,691 

482,. -ill 

4,494,680 

17,. 370 

11,2.32.616 

2,130,102 

1,066,277 

1,088,5.34 

1.027 

294,044 

137.990 

417 

41,689 

199.639 

1.619,381 

2^ 140,822 

14,487,351 

4,925,889 

6,2I4,4.'i8 

9. 4 1 4.. 575 

2,981.6,52 

1, 5.30,. 581 

4,286,131 

17,. 328 


1,401 
211,943 
107,702 
196.516 


Rye,  bushels  of 


103,916 

183,117 

176,2.33 

481,021 

26,409 

600,893 

4,148,182 

1,2.55,578 

4,805,160 

8,066 

2-26,014 

5,. 509 

458,930 

229,. 563 

43,790 

53,750 

1,1.52 

17,261 

9,606 

475 

3,108 

8,047 

89,163 

415,073 

425,718 

105,871 

78,792 

83,364 

44,268 

19.916 

« 1,2.53 


125 
106 
310 


100,503,899 


14,188,639 


Wlicat,  uverngi 


Rye. 

Corn 


pncc  per  I 

do do 

do do 


)U.-^lu' 


Indian  corn, 
bushels  of. 


1,7.50,056 

1,573,670 

2, 0.32,. 396 

2,. 345, 490 

.539,201 

1,9.35,043 

17,8.58,400 

8,759,704 

19.835,214 

3;  145,542 

11,104,631 

65,230 

.35,254,319 

27,941,051 

16.271,454 

.30,080,099 

1.996,809 

28,754,048 

22. 446,. 5.52 

10,266,-373 

5.926,611 

8,893,939 

.52,276.223 

.58,675.591 

.59,078,695 

5,641,420 

.52,964,363 

.57,646,984 

.36,214,537 

S. 656, 799 

1,988,979 

12,2.36 


16,725 

2,918 

9,899 

365,411 


592,326,612 
80  C(<llt.S. 

50     - 
45    - 


■i 


Iff 


TOTAL. 


Wlieat 100,503,809  bushrls value. 

Rye 14,188,()30. .  .do do.. . 

Corn 592,320,612. .  .do do.. . 


$80,403,1]  9 

7,094,319 

260,540,975 

354,044,413 


I    \ 


ll: 


24 


ANDREWS     REPORT   ON 


'R    i 


The  total  quantity  and  value  of  the  above,  exported  to  all  countries, 
is  seen  by  the  following  table  : 

Wheat 1,026,725  bushels value. .  $1,025,733 

Flour 2,202,335  barrels do . . .   10,524,331 

Corn 3,426,811  bushels do . . .     1,762,549 

Indian  meal 203,622  barrels do. . .        622,866 

Othei-  grain,  bread,  &c 520,758 

Total 14,456,236 


It  is  gratifying  to  notiec  that  the  agricuUural  interests  of  the  United 
States  arc  increasing  in  a  ratio  proportionate  to  its  other  material  in- 
terests, and  that  we  are  now  exporters  and  not  importers  of  agricultural 
produce.  It  is  affirmed  that  the  prices  of  grain  m  Mark  Lane  control 
the  prices  of  grain  in  our  exporting  markets.  The  following  table  is 
thereli)re  subjoined  to  show  the  (juantity  of  grain  imported  into  Eng- 
land, our  principal  market  in  Europe,  from  the  United  States  and  other 
foreign  countries. 


I 


Wl 

t 


Wh 

ll 
r 


Agl 


Ba 


Oa 


COLONIAL    AND    LAKE    TRADE. 


26 


An  account  for  the  years  1849  and  1850,  respectively,  of  the  number  of  quar- 
ters of  wheat,  barley,  and  onts,  and  of  the  number  of  sacks  and  barrels  of 
flour,  imported  into  Engla.rid,  Ireland,  and  Scotland,  severally,  from  the 
United  ikates  of  America,  from  Canada,  from  France,  a,,  '-om  alt  other 
parts  of  Euroyc,  distinguishing  the  quantity  of  those  articles  i>cntfrom  each 
country,  respectively  ;  also  staling  the  number  (f  quarters  of  wheat  to  which 
the  entire  number  of  sacks  and  barrels  of  flour  from  each  country  are  all 
equivalent. 


• 

The  V.  Slntes 
of  AnicricH. 

Cunada. 

YiAii  1849. 

Quantltlen  imported  from— 

France.     All  parts  of  Eu- 
rope, except 
France,  Inclu- 
ding the  Axlu- 
tic    partH    <if 
Turkey. 

—     ■ 

Article!,  &0. 

All  other 
parts. 

ABgregate  of 
the  importa- 
tion from  all 
parta. 

Wheat  Importcil— 

Qiinrtrn. 

108,172 

2,872 

2,097 

Qwirtrr.<. 
0,747 
it,B51 

802,091 
10,705 
78,535 

2,251,11)1 
44.'.,  (1.51 
419, «06 

(jtKtrtfm, 
95, 050 
21,. 583 
42,969 

Quarlert. 
2,818,161 
483,710 

Bcotlnnd 

W3,60T 

the  rnlteJ  Kingilom 

109,141 

10,298 

461,831 

8,1 16, 057 

159,551 

8,846,878 

Wheat  flour  (aeliiul   wei(,'lil)    Im- 
ported— 

Cwt. 
1,600,7)))! 
104,829 
97,545 

25'^,  820 

192,512 

ft,  765 

1  •)(■,'. 
7.^9, 4.^^ 
183,811 
118,492 

Cxit. 
91,4MS 
0, 8-W 
1,584 

Cwt. 
1fl,0;!8 
1,4-19 
6 

2,fl82,5«0 

Scotlimd    

498,947 

218,884 

the  I'nltcd  KiiiKtoni 

1,709,107 

450, 598 

1,006,258 

99, 788 

18,093 

8, 849, 888 

WhoAt  flour  (roiliu'oil  to  \U  equiva- 
lent in  ijiiurtiTs  of   wlicut)  ini- 
ported— 

Into  KiipLind.. 

Pfdllaiid    % ■■■■ 

l^ii'irlfm. 

480,49,'. 

47,(94 

27, S70 

(Jiiinler). 

78, SOS 

65, 008 

1,014 

Qihirti't'i. 
210, as7 

as,  0S9 

82,420 

20,117 

I.U.W 

488 

Uwrr'ffs. 
4,7,'54 

752,161 
142,5.',6 

Iri'laiid  A 

02,880 

the  United  Kingdom 

505,459 

180,455 

287,5  2 

28,. Ml 

5,170 

957,097 

Aggrtf^nti-  of  wheat  find  wheiit  Hour 
importtd— 

Into  Kiigliind 

588, fifi7 
49, 900 
29,907 

SO,  r^A 

6S,.V.4 

1,644 

579. 078 

48, 794 

110,901 

2,277,218 
447,01.0 
420,844 

99, 804 
21,940 
42,971 

8,.'>70,aj2 

t^cotliuid                

626,266 

Ireland 

60.5,887 

the  I'liilcd  Klugdum 

613,000 

140,  i&J 

788,888 

3,144,688 

104,721 

4,802,475 

B«rley  imported- 

82,613 

991,097 

2.84, 86S 

04,780 

8,  ,596 

1,077,806 

Hccitliind 

2.84,868 

Ireliind 

4,0rh» 

68,834 

86,507 

1,290,845 

8,690 

1,881,008 

0«t»  Imported  — 

Into  KTiglan  1 

1,142 

1,181,409 

74,870 

9,79! 

192 

7" 

1,182,743 
7-4,876 

Peotlund 

Inland 

19U 

9,988 

the  I'nited  Kingdom 

1 ,  88J 

1,2C),6T0 

199 

1,267,107 

1'   M 


11 


I. 


'i  *• 


II 


26  Andrews'  ueport  on 

Account  of  wheat,  barley,  and  oats  imported  into  Evgland,  ^. — Continued. 


J  'la 


Yi:ab  1800. 

Quantities  1 

nport«d  from— 

Article*,  Ac. 

nieU.Htate:* 
of  America. 

Canada. 

France. 

All  partKof  Kti 
rope,   excpt 
Kraiiee,  ineltl- 
ding  llie  Asia- 
tic   parts    of 
Turkey. 

All  (illur 
P4rlH. 

Aggregate  of 
the  ini|)orta- 
lion  from  all 
parts. 

Wheat  Importcil-- 

Into  Kr)^t)iii<l 

(^uartm. 

93,761 

1,94S 

Qii'irtir.i. 
0,045 
•A  729 

(^it'irtrnt, 

405,  0113 

21,012 

108,110 

1,748,001 
440,591 
606,700 

I^iiiirlrrs. 
172,795 

28,232 
78, 122 

tJiMrtrrt. 
2,491, (UVi 

Scittlaml 

495,  \H 

751,908 

iheUniti'iI  Kingdom 

10(1,099 

S,774 

f)95, 3.Vi 

2,756,01s 

279, 149 

3,738,096 

Wheat   flour  (actual  weiSliK   Im- 
ported— 
Into  Enf(taMd 

f'wt. 

1,397,797 
llfl,99'2 

rwl. 
121,012 
121,3.11 

2, 9.39 

fwt. 
1,524,512 

201, 8S1) 
198,774 

rwl. 
07,001 
10,001 

4,0(18 

(■■wf. 
8,379 
784 
23 

Cwl. 
3,140,600 

Bcotliind 

461,  OAT 
'218,713 

tlio  United  KiiiBdoni 

l,52",ir>8 

24."),  292 

1,925,175 

112,029 

0,180 

8,810,440 

Wheat  llour  (reduced  to  lu  equiva- 
lent in  quarters  of  wlitttt)    im- 
ported— 
Into  Kucland 

399,871 

33,428 

3,534 

l^iitiiiem. 
3(,.^74 
34, 0«;t 
S40 

435, 575 
r.7,0!«2 
50, 703 

27,989 

2,875 
1,310 

2,W4 

224 

6 

<jtt(irli:rs. 
809,00)1 

Scotland 

128,870 
02,480 

Ireland 

the  United  Kingdom 

430,331 

70, 083 

650,050 

32, 180 

2,624 

1,001,268 

Aggregate  of  wlicat  and  wheat  llnur 
imported — 
Into  Kngland 

1 

49S,122 

85.874 

3,534 

10,019 

37,398 

840 

001,178 

V9, 324 

lot,  903 

1,77«,6.'W) 
443, 400 

^(^r,  082 

17.5,189 
2S,  450 
^128 

3,391,758 
024,018 
811,487 

Heotland 

Ireland 

the  United  Kingdom 

Barley  imported— 

Into  Kngland 

537,030    1 

7M,857 

1,11,'.,  405 

2,  .-s.p* 

281,773 

4,830,263 

31,299 

63 

1,711 

740,  MO 
191,  OM 

.V2,S36 

10,.')15 

78,8,893 
191,107 

Scotland 

1 

Ireland 

1 

l,0,'.7 

50  20J{ 

the  I'nited  Kingdom 

32.993 

990,73s 

12,172 

1,035,003 

Oat«  imporled- 

Into  Kngliind 

2,920 
5 

1 

1 ,  04-1, 927 
91,881 
14,673 

00 

1,047,013 
01  880 

Scotland ! 

Ireland 

1 

14,074 

the  United  Kingdom 

1 

2,020 

1,l.')l,481 

00 

1,184,478 

1 

Ijiiiirlfrr. 
411.1,  Hi 


<'u<l. 
3,H»,6flO 
4(il,0«T 
218,718 


(JunrUrn, 
899,  m\ 
128,876 
62,489 


7ftS,B9« 
nil,  107 
f-0,  a)il 


COLONIAL   AND   LAKE    TRAUE.  7 

Abstract  consumjition  of  foreign  grain  for  four  years,  fm  1 847  to  1    lO. 

Quantity  in  qiinrtcrs.  Value. 

Wheat 14,238,31.3  at  51s.  9^?.  sterling $184,208,170 

Other  grains 25,031,823  at  31    5      .  .do 197,123,110 


Totals 39,270,130. 


381,331,280 


Yearly  average. .  9,817,534 95,332,820 

Abstract  of  grain  imported  for  five  ijcars,  from  1840  to  1850. 

Quiintity  in  (Hiiirlerfi.  Value. 

Whe  at 10,452,555  at  52.v.  U.  .sterling $210,709,750 

Other  grains 27,485,078  at  33    0      .  .do. . •    225,251 ,885 


Totals 41,007,533. 


Yearly  average. .  8,813,520 


430,021,035 

87,204,375 


Table  exhibiting  the  Jlaur  and  wheat  exported  from  Caiuida  in  1850  and 

1851 — year  ending  January  1. 


lilxportod  to  and  through — 


1850. 

rioiir.  I        WJiual. 


1851. 


Flour. 


Wheat. 


nufthlo 

Oswego 

Ugdensburgh  . . . . 
Lako  Chaniplain. 


liarrrln  '        nuihels. 

\\),'2U  '  (i(i,Oni 

2(10, 87:J  I       1.094,444 

!»0/J88  I lV»2,i)I« 


Barrels.  I  Jiushels. 

10,H(i()  I  I()l,65.'i 

'2:>[),Hl[i  I  ()70,S.>()2 

30,60!)  !  18,195 

11,940  i  H'M 


Total  exportod  inliind  to  the  lini- 

ted  States 

'Montreal  and  Qucl>oc 


Total  exported. 


404,10.3  I   1,3.13,303 
:i80,GlH       88,4(i.') 


313,284  I   790,078 
371,610  I   161,312 


684,721  I   1,441,828 


DccrcaHo  in  inland  export  to  tlio  United  Stales. 
Increasn  in  sea  export  Canada 


684,894     I      951,990 

:)0,819  .■)62,095 

90,992    I        72,847 


I 


^:i 


Total  (pamtity  imported  info  the  United  States  from  Canada,^  for  the  year 

ending  June  30,  1852. 

Wheat,  bushels 870,889 value,      S609,681 

Flour,  ewt 496,201 1,008,928 

Rye,  oats,  &c.,  &c 203,.'i70 


1,802,179 


•Exported  by  sea  via  Montreal  and  Quebec, 
t  All  from  Canada  except  <i68,708. 


il 


I   1 

I  T 


28  A^fDREWS'    REPORT  ON 

Of  th(!  above,  thorn  was  exported  to  Kri^'land,  viz: 

Wheat,  hiish(!ls 427,()l.''> vahie,     »4r>r),204 

Flour,  cwt 343,.033 1)24,079 

1,379,283 

To  the  British  North  Amuricun  eolonies  other  than  Can- 
adii,  viz: 

Whcfit,  l>ushela 24,2r)0 viihie,  18(23,132 

Flour,  ewt 139,(iGl 34(J,89r> 

370,027 

Total 1,749,310 


Total  (lomcslic  flour,  ^c,  rrjwrtnl  from  the  finital  Stdtcn  to  the  lintish 

North  Amcrinin  colonici. 

TO   CANADA. 

Wheat 208,130  l)ushels vahie,  $l.'i0,288 

Flour 5], 17(5  barrels 191,760 

Corn 88,306  bushels 39,158 

Other  grain 0,911 

388,107 


of  raib 
tantfl  ol 
during 
TImj 
ducn  pi 
years, 
dred  thl 
fiorn  till 
makinu 
tribute(| 

lmport.i\ 


TO   OTHER   BRITISH    N.    A.    COLONIKS   OTHKR    THAN   CANADA. 

Wheat 261,971  bushels value,  35220,319 

Flour 200,664  barrels 94r>,e*J87 

Corn 101,  l()9  bushels 66,199 

Meal,  Italian .  67,273  barrels , ..  173,637 

Meal  (rye)  and  other  grains 172,187 

1,677,629 


It  will  be  easily  seen  by  these  tables  that  the  whole  of  the  Canadian 
wh(!at,  &e.,  irnjjorted  in  bond,  is  ri'-exported  to  Kngland  and  the  colo- 
nies; antl  also,  in  addition,  that  the  export  to  (!ana(l;i  and  the  eoloniea, 
fi)r  their  e()nsuin[)ti()n,  is  nearly  two  millions  ol' breadstuHs  the  produce 
of  the  United  IStates 

The  upper  province,  generally  known  as  (!ariada  West,  has  a  greater 
interest  in  a  fre(.'  intercourse  with  tlic  I'niled  Stales  lliati  Lower  (/anada 
t)r  Canada  East.  The  oriLjin,  language,  imd  oiIkt  (listiNetiv(!  li'atures 
of  the  inhabitants  of  Lower  Canada,  make  their  alliuilies  with  the 
United  Slates  much  less  than  those  ol"  the  lJj)per  (y'aiiadians.  Moro 
over,  the  geographical  position  of  Upper  (^Janada  makes  N(!W  York  a 
more  convcni(.'nl,  while  it  is  at  the  same  tiint;  a  laigi!r  and  more  secure 
market  lor  her  produce,  than  Montreal  or  (Quebec.     The  various  lines 


)I 


1 


COLONIAL   AND   LAKR    TRADK. 


29 


of  railwny,  Icjidiiig  Worn  ihc  A'.lunlic  to  tlio  Ifikrs,  give  to  tho  inhabi- 
tants of  tlir  upper  provirice  facilities  of  cotTirminication  with  N(!vv  York, 
during  u  pari  utilio  year  wlicii  acx'ca.s  to  (iuclMc  is  extremely  dilHeult. 
•  TIk)  canal  lolls  levied  by  the  Slate  of  New  York  on  Canadian  pro- 
duce passing  through  her  canals  toward  tidii-water,  nniounted,  in  two 
years,  1850  and  1851,  as  near  as  <;onld  be  ascertained,  to  over  six  hun- 
dred thousand  dollars  ;  and  property  passing  through  the  sanu;  elianncls 
fiorn  tide-water,  ti)r  the  same  period,  probably  ))ai(l  half  as  much  more; 
making  about  t()ur  hundred  and  fifty  thousand  dollars  annually  con- 
tributed by  ihc  Canadian  trade  to  New  York  canals. 

Jmporlx  info  Canada  from  the  United  States,  5""^*"/?  the.  principal  articles 

and  values,  for  the  year  1851. 


Articlos. 


Tea 

Tobacco ■ 

Cotton  munufacturoH 

Woollen  nmniifiicturoH 

Hardware  inanut'acturcii 

Wooden  ware 

Maciiinory 

Boota  andfihocH 

ManufacturcH  of  luatlu'r  .,., . 

Hidoi 

Tanned  loatlior 

Oil,  not  palm 

Paper 

Rico 

Suffar 

MolaMioH 

Salt 

r.lass 

Coal 

Fiira 

ManufiicturcH  of  silk 

ManufactiircM  of  India  rul)l)er 

Dye  ntutTH 

CofTco 

Fruit 

Fish 

linanuniuralod 


Valuod. 


$89.1,316 

4U3,860 

5t)5,124 

43!),a«0 

318,844 

53,724 

85,768 

42,592 

47,388 

89,204 

126,232 

47,804 

32.996 

19,920 

278,468 

19,296 

79,816 

18,828 

38,652 

44,264 

80,768 

53,960 

12,680 

116,988 

81,144 

17,544 

4,780,372 

8,788,712 


[, 


30 


ANDREWS     REPORT   ON 


Exports  from  Canada  to  the  United  States,  giving  the  principal  articles  and 

values,  for  the  year  1851. 


Articles. 


Ashes 

[jUtnber 

Shingles 

Cattle  of  all  kinds  and  sizes. 

Horses 

Wool 

Wheal 

Flour 

Barley  and  rye 

Beans  and  ])cas 

Oati 

Butter 

Kggs 

Uncnumeratcd 


Values. 


465,992 

766,628 

20,732 

140,176 

185,848 

41,896 

491,760 

1,181,484 

75,596 

41,588 

135,708 

38,004 

38,008 

1,705,664 


4,929,084 


As  can  be  seen  by  referring  to  table  No.  9,  in  Canadian  returns,  the 
dutiable  and  tree  goods  are  thus  stated  for  the  year  185 1 : 

Dutiables  imports  into  Canada  from  the  [Jnited  States.  —  $7,971,380 
Free  imports  into  Canada  from  the  United  States 1,147,388 

*9,118,768 


Amount  of  duties  collected  on  $7,971,380  is  $1,166,144,  or  about 
14$  per  cent. 

The  active  character  of  the  inland  trade  between  Canada  and  the 
United  States  may  be  seen  by  the  following  statement  of  the  tonnage 
inward  and  outward : 


INWj 

American. 

IRD. 

British. 

OUTW 

American. 

ARD. 

British. 

TOTALS. 

Inward. 

Outward. 

Steam 

Sail 

1,224,523 

1.39,807 

845.5.S9 
202,030 

7.'i3,3l8 
153,(;7(» 

.564,080 
206,361 

2,070,112 
341,006 

1,317,407 
360,031 

Total 

1,364,390 

l,047,«2y 

006,068 

770,450 

2,412,028 

1,677,438 

Inward  and  outward. 

Steam— American $1,977,841 

J3rilish J  ,409,678 


Sail — American 
Briii.^h.. . 


293,537 
408,400 


$3,387,519 


701,93: 


Grand  total,  inward  and  outward 4,089,456 


Ih 
re 

CO 


The  discrepancy  between  this  and  other  amounts  is  explained  in  a  note  in  table  No.  9. 


41,896 


COLONIAL   AND    LAKE    TRADE. 


31 


The  total  amount  imported  from  Canada  into  the  United  States  for 
the  three  years  ending  June,  1851,  is,  by  commerce  and  navigation 
report,  $11,156,342 — on  which  the  following  amount  of  duty  has  been 
collected,  as  will  herewith  appear  : 

Statement  of  revcnm:  collected  in  ike  different  districts  of  the  United  States 
bordering  on  Canada,  from  1849  to  1851,  inclusive,  (three  years.) 


Districts. 


Gross  rcvonue. 


Expenses  of 
collection. 


Vermont 

Champlain 

Oswcgatchio , 

Cape  Vincent 

Sacke't's  IJarbor..., 

Oswego 

Genesee , 

Niairara 

IJuttalo 

Krie,  (Presquo  Isle). 

Cuyahoga 

Sandusky  

Miami 

Detroit 

Micliilimackinac.    . 
Chicago 


$181,915  02 

133,326  68 

42,842  41 

22,4J()  78 

16,603  54 

273,173  92 

45,324  66 

44,076  44 

148,740  03 

1,155  26 

126,677  24 

34,018  44 

244  54 

47,935  42 

1,797  42 

10,670  41 


$27,472  47 
22,965  22 
16,002  22 
14,222  58 
27,000  95 
38,210  43 
13,368  47 
21,277  69 
49,601  19 
31,924  35 
13,228  71 
5,927  49 
2,470  40 
32,868  22 
4,535  02 
10,360  73 


Net  revenue. 


$154,442  55 

*109,751  44 

26,840  19 

8,188  20 


1234,947  50 

131,722  66 

22,798  75 

||98,885  78 


Mem. 


E.\cess  of 
expenses. 


> 
O 


$10,397  41 


113,448  53 
28,090  95 

'"il\m"2h 

"'§i54'75 


1,130,912  21  i  331,436  14         844,338  50 


30,769  09 


2,225  86 
'2*737"  60 


46,129  96 


1 
2 

3 
4 

5 
6 

7 

8 

'9 
10 

n 

12 


c 


Tli(!  first  proposition  lor  reciprocnl  free  trade  was  confined  to  Canada 
alone,  and  limited  to  certain  natural  products  of  either  country;  but 
the  ([uestion  li;is  since  taken  a  wider  range.  It  is  now  believed  that 
an  arrangement  can  be  effected  and  carried  out  tor  the  free  interchange 
between  the  United  States  and  the  colonies,  of  all  the  products  of  either 
whethcM-  of  agriculture,  of  minces,  of  tiie  l()rest,  or  t)f  the  sea,  in  con- 
nexion with  an  agreement  lor  the  lii-e  navigation  of  the  rivers  St. 
fiawreni-e  and  St.  John,  the  concession  of  a  concurrent  right  with 
Britisii  subjects  to  the  sea  fisheries  near  the  shores  of  the  colonics,  and 
the  remission  of  the  export  duty  levieil  in  New  Brunswick  on  timber 


»  After  deducting  $610  02 — moiety  of  sales  merchandise  distributed  per  act  April  2,  '44,  b.  3. 
"  15  99 — duties  on  merchandise  refunded. 

"  233  53 — expenses  attending  prosecutions. 

"  2.')3  06 — inuiety  of  .sales  merchandise  distributed  per  act  April  2,  '44,8.3. 

"  154  93 — duties  on  merchandise  refunded. 


Total 1,267  5^^— ^liJd'icted  from  net  rcvonue. 


iiEfArrrii.ATios. 

Gros.s  revenue $1,130,912  21  ,    Net  revenue $844,338  50 

Expenses 331.436  14  i   Excess  of  e.vpcnses 46,129  96 


793,208  54 
Add  amount  deducted 1,267  53 


799,476  07 


799,476  07 


fl 


Hi. 


I  4; 


:j">.i 


32 


ANDREWS     REPORT    ON 


l!iU 


Pi 


and  lumber  cut  within  the  limits  of  the  United  States,  and  floated  down 
the  river  St.  John,  lor  shipment  to  American  ports. 

The  free  navigation  of  the  St.  Lawrence  was  a  prominent  subject  of 
discussion  during  the  administration  of  John  Quincy  Adams.  At  this 
time  it  is  greatly  desired  by  all  tiiose  western  States  bordering  on  the 
great  lakes,  as  their  natural  outlet  to  the  sea. 

The  free  navigation  of  the  St.  John  has  been  rendered  absolutely 
necessary  by  the  provisions  of  the  treaty  of  Washington,  and  it  would 
be  a  great  advantage  to  the  extensive  lumber  interest  in  the  northeast- 
ern portion  of  the  Union.  The  repeal  of  the  export  duty  on  American 
lumber  floated  down  the  St.  John  to  the  sea  would  be  but  an  act  of 
justice  to  the  lumbermen  of  that  quarter,  upon  whom  it  now  presses 
severely,  and  who  have  strong  claims  to  the  consideration  of  the  gov- 
ernment. 

At  present  tiiere  are  no  products  of  the  colonial  mines  exported  to 
the  United  States,  except  a  small  quantitj^  of  coals  from  New  Bruns- 
wick, and  a  larger  quantity  from  the  coal  fields  of  Nova  Scotia  and 
Cape  Breton.  A  notice  of  tiiese  coal  fields,  and  a  statement  of  the 
quantity  of  coals  exported  Irom  them  to  the  United  States,  will  be  found 
under  the  head  of  No  via  Scotia. 

A  free  participation  in  the  sea  fisheries  near  the  shores  of  the  colo- 
nies is  regarded  as  the  just  prescriptive  privilege  of  our  fishermen. 
Without  such  participation,  our  deep-sea  fisheries  in  that  region  will 
become  valueless. 

With  reference  to  this  important  subject,  the  undersigned  feels  that 
he  would  be  wanting  in  his  duty  to  the  government  if  he  did  not  ear- 
nestly call  its  attention  to  the  critical  state  of  the  colonial  fishery  ques- 
tion, which,  owing  to  a  recent  demonstration  of  imperial  and  colonial 
policy,  has  assumed  a  very  threatening  aspect. 

Since  the  Fishery  Convention  of  1818,  by  which  this  government,  on 
behalf  of  American  citizens,  renounced  forever  their  right  to  fish  within 
three  marine  miles  of  the  seacoast  of  New  Brunswick,  Nova  Scotia, 
and  Prince  Edward  Island,  many  of  the  hardy  and  industrious  fisher- 
men of  our  country  have  been  compelled  to  pursue  their  adventurous 
calling  (the  importance  of  which  cannot  be  over-estimated)  near  the 
shores  of  these  colonies,  in  a  manner  by  no  means  creditable  to  the 
standing  or  character  of  the  people  of  the  United  States. 

The  files  of  the  State  Department  furnish  abundant  evidence  of  the 
losses  sustained  by  our  citizens  in  consequence  of  their  vessels  having 
been  seized  and  confiscated  for  alleged  violationsof  the  fishery  conven- 
tion, to  which  the  necessities  arising  from  the  nature  of  their  pursuit 
compelled  them. 

For  several  years  past,  the  colonists  have  constantly  urged  the  im- 
perial gov(!rnment  to  station  an  armed  lt)rce  on  their  shores,  "  to  pro- 
tect the  fisheries  from  the  unjustifiable  and  illegal  encroachments  of 
American  fisljermv.'U."  The  force  hitherto  provided  has  not  been  such 
as  the  colonists  desired,  having  usually  been  limited  to  three  or  four 
vessels,  under  the  command  herctofijre  of  discreet  officers  of  the  Royal 
Navy,  who  have  generally  exercised  the  powers  with  which  they  were 
invested  with  liberal  discretion. 

With  the  view  of"  bringing  matters  to  a  crisis,  the  colonial  legisla- 


COLONIAI.  AND  LAKE   TRADE. 


tures  have  lately  renewe  '  their  appeals  to  the  imperial  government  for 
aid  to  drive  American  fibuermen  I'rom  their  shores,  and  compel  them  to 
follow  their  calling  in  places  where  fish  are  not  so  plentiful  or  so  easily 
caught.  And  in  order  to  show  their  own  determination,  the  provinces 
of  Canada,  New  Brunswick,  and  Nova  Scotia  have  entered  into  an 
agreement  to  provide  a  certain  number  of  small  cruisers,  at  their  own 
expense,  to  be  stationed  at  various  places  agreed  upon,  to  assist  in 
efiecting  the  object  they  desire. 

The  last  appeal  of  the  colonial  authorities  has  been  viewed  favor- 
ably by  the  new  administration  of  Earl  Derby.  A  change  has  taken 
place  in  the  British  policy  with  reference  to  this  fishery  question  ;  and 
a  circular  letter  has  been  sent  to  the  governors  of  the  several  colonies, 
announcing  that  her  Majesty's  government  has  resolved  to  send  a  small 
force  of  armed  vessels  and  steamers  to  North  America,  to  protect  the 
fisheries  against  foreign  aggression.  The  colonial  governments  have 
fitted  out  six  cruisers,  fully  manned  and  armed,  which  have  sailed  for 
the  best  fishing  grounds,  and  there  is  imminent  danger  of  a  coUision. 
The  colonial  cruisers  threaten  to  make  prize  of  every  vessel  "  fishing 
or  preparing  to  fish,"  within  certain  limits,  which  the  colonial  authori- 
ties contend  are  within  three  marine  miles  beyond  a  line  drawn  from 
headland  to  headland,  and  not  three  miles  from  the  shores  of  the  coast, 
which  our  citizens  contend  is  the  true  reading  of  the  convention. 
T  Our  fishermen  generally  entertain  the  conviction  that  the  threatened 
exclusion  by  the  British  and  colonial  governments  is  a  violation  of  rights, 
accruing  to  them  under  the  laws  of  nations  applicable  to  this  suDJect 
and  to  that  region,  fortified  by  former  use,  tilf  it  has  well  nigh  created 
a  right  by  prescription ;  and  many  regard  such  threatened  exclusion  as 
an  illiberal  and  uncalled  for  measure  at  this  period,  doing  the  British  or 
the  colonies  no  good,  while  it  injures  them  seriously.  In  such  a  state 
of  feeling  it  is  next  to  impossible  to  prevent  difficulties  and  collisions 
between  them  and  the  British  authorities,  and  wrongs  may  be  done  on 
both  sides.  Every  dictate  of  prudence  and  of  wise  policy,  and  just 
protection  to  our  citizens  against  an  uncalled  for  interference  by  impru- 
dent subordinates,  therefore,  imperiously  demands  that  the  Federal  gov- 
ernment should,  as  soon  as  practicable,  dispatch  to  those  waters,  and 
maintain  there,  a  respectable  naval  force,  under  command  of  discreet 
officers.  It  may  be  here  not  inappropriately  observed,  that  ships-of-war 
bearing  the  American  flag  is  a  rare  spectacle  in  the  waters  of  Maine, 
while  British  armed  vessels  often  visit  our  coast  and  harbors. 

lo  conclusion,  the  undersigned  would  respectfully  state,  that,  although 
the  returns  and  statements  herewith  submitted  furnish  gratifying  evi- 
dences of  the  commercial  intercourse  between  the  United  States  and 
the  British  North  American  colonies,  and  although  those  returns  may 
be  deemed  perfectly  correct,  having  been  derived  from  official  sourc  es, 
yet  it  is  proper  for  him  to  remark,  that  they  do  not  represent  the  whole 
value  of  the  trade. 

It  is  well  known  that  in  many  instances  colonial  produce  is  entered 
at  prices  much  below  its  real  value  ;  and  on  the  northeastern  and  north 
western  frontiers  of  the  United  States  there  is  ever  an  active  barter 
trade  carried  on  with  the  neighboring  colonies,  of  which  no  account  can 
be  taken  by  the  public  officers  on  either  side.  It  is  therefore  perfectly 
3 


Mi 


U  I 


4 


I: 


m 


I 


;|^, 


!•.■   ■  ,1' 

i 


Uh. 


34 


ANDREWS'    REPORT    ON 


within  bounds  to  estimate  the  entire  exports  of  the  United  States  to  the 
British  North  American  colonies  as  now  amounting  to  eighteen  milUons 
of  dollars  annually. 

It  is  universally  admitted  that  it  would  be  much  better  to  place  this 
border  trade  on  a  different  basis,  and  under  the  influence  of  a  higher 
principle.  This  would  enable  us  to  mature  and  perfect  a  complete 
system  of  mutual  exchanges  between  the  different  sections  of  this  vast 
continent ;  an  achievement  not  only  wise  and  advantageous,  but  worthy 
of  our  high  civiUzation. 

It  has  been  remarked  by  a  learned  writer,  (Lord  Lauderdale,  on 
Public  Wealth,)  that  "  Those  trades  may  be  esteemed  good  which 
consume  our  products  and  manufactures,  upon  which  the  vjilue  of  our 
land  and  the  employment  of  our  poor  depend;  that  increase  our  sea- 
men and  navigation,  upon  which  our  strength  depends ;  that  supply  us 
with  such  commodities  as  we  absolutely  want  for  carrying  on  our  trade, 
or  for  our  safety,  or  carry  out  more  than  they  bring  in,  upon  which  our 
riches  depend." 

The  trade  with  the  colonies  fulfils  all  these  considerations.  It  takes 
from  us  largely  of  those  products  and  manufactures  which  enhance  the 
value  of  our  soil,  and  give  profitable  employment  to  the  labor  of  our 
people.  It  greatly  increases  our  ships  and  the  numbers  of  our  seamen, 
giving  us  the  means  of  maintaming  our  nav}',  and  adding  materially  to 
our  strength  as  a  nation.  It  supplies  us  cheaply  with  those  commodi- 
ties we  absolutely  require  for  condncling  our  foreign  trade,  and  sup- 
plying the  necessities  of  home  consumption.  And  lastly,  it  carries  out 
mfinitely  more  than  it  brings  in,  and  so  adds  vastly  to  our  individual 
and  national  riches. 

The  undersigned  has  th(^  honor  to  b(;  your  obedient  servant, 

I.  D.  ANDREWS, 

Uniied  States  Contvl. 

Hon.  Thomas  Corwin, 

Secretary  of  the  Treasury,  Washington, 


COU>NIAL  AND  LAEB   TRADE. 


36 


PART      1. 


I 


THE  DEEP-SEA  FISHERIES 


m 


IN 


1 


JTie  Bay  of  Ftindy,  along  the  coast  of  Nova  Scotia,  on  the  Grand  Bank 
of  Nevfoundland,  and  ivithin  the  Gulf  of  Si.  Lawrence. 

In  connexion  with  the  pending  question  of  commercial  reciprocity 
between  our  country  and  the  British  North  American  provinces,  and 
as  concerning  the  interests  of  a  large  and  valuable  class  of  citizens  in 
the  fishing  towns  of  New  England,  the  fisheries  on  the  Atlantic  coast 
of  Nova  Scotia,  as  also  those  within  the  Gulf  of  St.  Lawrence,  near 
the  shores  of  Cape  Breton,  Prince  Edward  Island,  New  Brunswick, 
and  that  part  of  Canada  known  as  GaspcS,  occupy  a  prominent  position. 

It  is  sufficient  at  this  moment  to  state  that,  except  near  certain  por- 
tions of  the  coasts  of  Newfoundland  and  Labrador,  and  around  the 
Magdalen  islands,  our  citizens  are  not  permitted  to  fish,  save  at  the 
distance  of  three  marine  miles  from  the  land. 

It  has  been  contended  by  the  provincial  autliorities,  acting  under  the 
opinion  of  the  law-officers  of  the  Crown  in  England,  that  these  three 
miles  are  to  be  measured  from  headland  to  headland,  and  not  from  the 
bays  or  indents  of  the  coast.  Under  this  construction  of  the  convention 
of  1818,  our  vessels  have  been  sometimes  seized  and  confiscated;  but 
the  imperial  government  has  inclined  to  the  opinion  that  this  construc- 
tion of  the  convention  was  too  strict,  and  that  our  vessels  might  enter 
bays,  straits,  or  estuaries,  the  entrances  to  which  were  more  than  six 
miles  wide. 

But  even  this  modified  construction  of  the  convention  bears  hardly 
upon  our  industrious  fishermen  in  a  variety  of  ways,  as  I  now  proceed 
to  show. 

The  fishing  grounds  to  which  our  vessels  principally  resort  are  in 
the  bay  of  Fundy ;  along  the  Atlantic  coast  ot'  Nova  Scotia ;  around 
Sable  island;  on  the  (5rand  Bank  of  Newfoundland;  and  everywhere 
within  thcGulf  of  St.  Lawrence,  as  far  north  as  the  entrance  to  Davis's 
Straits,  beyond  the  straits  of  Belleisle. 

Our  vessels  principally  iish  for  cod  and  mackerel,  although  they  also 
take  herrings  at  the  Magdalen  islands,  or  on  the  coast  of  Labrador.  It 
is  true  that  they  have  a  concurrent  right  of  fishing  on  the  west  coast  of 
Newfoundland  with  the  fishermen  of  England  and  France,  and  a 
joint  right  of  fishing,  with  British  subjects,  on  the  coast  of  Labrador 
and  at  the  Magdalen  islands;  as  also  the  right  of  landing  at  such  places 
on  those  coasts  as  aie  uninhabited,  for  the  purpose  of  curing  and  drying 


V  " 


»  si'f 

'    it: 


36 


ANDREWS'    REPORT    ON 


■I  I 


fl« 


(!■■    ! 


their  fish;  but  this  privilege  is  seldom,  if  ever,  exercised,  because  it  is 
of  no  practical  value  to  our  fishermen. 

Those  portions  of  the  eonsts  of  Nova  Scoti.j,  Cape  Breton,  Prince 
Edward  Island,  and  New  Brunswick,  on  wliich  it  would  be  advan- 
tageous for  our  fishermen  to  land  f()r  purposes  connected  with  the 
fishery,  are  prohibited  by  rcnson  of  their  settlement  and  actual  occu- 
pation, while  they  are  shut  out  from  the  best  fishing  grounds  by  reason 
of  the  convention  of  1818,  which  excludes  tliem  from  taking  fish  within 
three  marine  miles  of  the  coast,  within  which  distance  the  best  fish  are 
often  f{)und  in  greatest  abundance. 

The  limits  claimed  by  the  British  authorities  under  that  convention, 
if  strictly  enforced,  would  exclude  our  fishing  vessels  from  the  bay  of 
Chaleur,  the  bay  of  Miramichi,  the  straits  of  Northumberland,  and 
George's  bay,  within  which  the  greatest  quantities  of  the  best  mack- 
erel care  now  taken  annually. 

If  an  arrangement  could  be  made  by  which  our  fishermen  would 
have  the  right  to  fish  within  three  miles  of  tlie  land,  wheresoever  they 
pleased,  on  the  shores  of  the  provinces,  and  also  the  right  to  land  on 
those  shores  anywhere — first  agreeing  with  the  owner  or  occupant  of 
the  soil  for  the  use  of  the  necessary  ground  for  fishing  stations — it  would 
lend  greatly  to  increase  the  quantity  of  fish  taken,  would  furnish  the 
market  with  a  well-cured  article,  enhance  the  profits  of  fishing  voyages, 
and  lead  to  a  considerable  extension  of  the  number  of  vessels  and  men 
now  employed. 

The  codfish  caught  in  the  Gulf  of  iSt.  Lawrence,  by  our  fishermen, 
are  pickle-salted  in  bulk,  on  board  the  vessels,  as  they  are  caught,  and 
are  thus  brought  home  to  be  afterwards  dried  and  cured.  A  liberal 
supply  of  salt  is  used,  in  which  the  fish  first  caugnt  lie  four  months, 
and  the  last  caught,  one  month.  The  citaUty,  so  to  speak,  of  the  meat — 
its  strength  and  flavor — is  (juite  destroyed.  When  unladen  from  the 
vessel,  the  fish  arc  found  to  be  of  a  dead,  ashy  color,  instead  of  the 
bright,  wholesome  hue  which  good  fish  should  have ;  and  so  brittle  as 
scarcely  to  bear  handling — with  hardly  any  smell  ur  taste,  except  that 
imparled  by  salt.  The  home  consumption  of  such  an  unpalatable 
article  is  gradually  diminishing,  while  the  inforiority  of  the  cure  deprives 
us  of"  the  advantages  of  foreign  markets,  for  which  these  fish  are  wholly 
unsuitcd. 

The  mackerel  taken  in  the  gulf  b}'  our  fishermen  are  split,  sailed, 
and  dressed  while  the  vessel  is  under  way  ;  and  it  often  happens  that 
a  full  fare  is  made  in  four  or  five  days,  when  tliese  fish  are  plentiful. 
In  such  case  the  vessel,  being  full,  must  leave  the  fishing  when  at  its 
best,  and  make  a  long  voyage  to  her  port  of  return,  in  the  northern 
Slates,  in  order  to  discharge ;  and  before  she  can  again  reac;h  the  ground 
the  chances  are  that  the  fish  have  disappeared,  or  that  the  season  is 
over. 

If  our  mackerel  fishers  could  remain  upon  the  fishing  ground  during 
the  whole  season — touching  at  some  convenient  station  occasionally,  to 
land  the  fish  on  board,  and  thus  keep  their  vessels  in  good  sailing  trim — • 
five  or  six  fares  could  be  made  in  each  season,  instead  of  the  two 
fares,  which  they  rarely  exceed  at  present.  The  right  of  fishing  within 
three  marine  miles  of  the  land  is  very  important,  as  regards  the  mack- 


« 


COLONTAIi   AND   LAKE    TRADE. 


a? 


erel  fishery ;  because  the  best  and  fattest  fish  arc  generally  found  in  the 
largest  schulls,  in  close  proximity  to  the  shore. 

To  the  cod-fisher  the  right  to  dry  and  cure  his  fish  on  shore  would 
also  be  important.  The  vessel  could  be  kept  in  better  trim,  and  fresh 
bait  could  be  more  readily  procured  ;  the  fish  would  be  more  perfectly 
cured  and  fitter  for  food  than  under  the  present  mode  of  salting  and 
curing.  A  suj)erior  quality  of  this  description  of  fish  would  open  to  us 
not  only  the  market  of  California,  but  also  several  foreign  markets 
from  which  our  fish  are  now  excluded,  by  reason  of  their  imperfect 
cure. 

Immediately  after  the  disappearance  of  the  ice  in  the  Gulf  of  St. 
Lawrence,  every  spring,  vast  quantities  of  herrings  draw  near  the 
shores,  in  order  to  deposite  their  spawn.  Our  fishermen  cannot  partici- 
pate in  this  fishery,  because  they  are  unable  to  enter  the  gulf  so  early. 
The  quantity  of  ice  passing  out  by  Cape  Breton  prevents  their  doing  so 
until  the  season  t()r  this  prolific  fishery  has  passed.  If  our  fishermen 
could  land  and  set  up  fisiiing  stations  on  the  coasts  within  the  Gulf  of 
St.  Lawrence,  they  might  send  home  the  season's  catch  by  freighting 
vessels,  and  winter  their  boats  and  part  of  their  vessels  there.  In  such 
case  they  would  be  ready  to  participate  in  the  early  herring  fishery 
the  moment  the  ice  left  the  shores ;  and,  having  procured  a  sufficient 
quantity  f()r  curing,  they  would  also  be  furnished  with  an  ample  supply 
of  bait  for  the  early  cod-fishing,  which  is  excellcMit.  As  the  herrings 
approach  the  shores  they  are  naturally  followed  by  the  cod,  which 
feed  upon  them.  In  the  early  part  of  May  liie  cod  arc  found  in  great 
abundance  within  half  a  mile  or  a  mile  of  the  land,  in  very  shoal  water; 
of  course,  they  may  he  taken  with  perfect  ease,  and  therefore  with 
much  profit. 

Instead  of  returning  to  their  port  of  ownership  with  the  fines  of  her- 
ring and  cod  which  miglit  thus  be  taken  befiire  our  vessels  are  now 
able  to  enter  the  gulf,  these  cod  would  be  dried  and  cured  in  the  best 
manner  by  shore  crews,  and  rendered  fit  ihr  any  market.  The  ves- 
sels and  their  fishing  crews  might  at  the  same  time  be  constantly  and 
profitably  occupied  in  pursuing  closely  the  several  fisheries,  as  they 
succeed  each  other,  throughout  the  (Milire  season,  securing  the  best  fish 
of  every  d(;scription  In  tlu;  largest  quantities.  By  leaving  some  of  the 
boats  and  vessels  on  the  coast,  the  fisheries,  especially  that  for  mack- 
erel, might  1)0  prosecuted  until  some  time  after  the  period  when  our 
vessels  are  now  obliged  to  leave  the  gulf  on  their  homeward  voyage,  at 
which  late  period  the  finest  fall  mackerel  are  always  taken. 

Permanent  fishing  stations  within  the  gulf,  with  boats  and  vessels 
always  there,  would  render  the  fisi.Mig  season  considerably  longer  for 
our  fi3hermen.  Th(;y  would  then  share  in  the  early  spring  and  late 
fall  fisheries,  from  both  which  they  are  now  excluded  by  the  existing 
arrangements. 

It  is  only  necessary  to  advert  to  the  frightful  loss  of  life  and  property 
which  occurred  in  the  Gulf  of  St-  Lawrence  last  October,  to  show  how 
advantageous  it  would  be  to  our  citizens  if",  instead  of  remaining  at  sea 
tlirough  the  heavy  gales  which  frequently  occur  in  the  gulf,  their  fishing 
vessels  had  each  some  convenient  fishing  station,  well  sheltered,  to 


I 


I. 


■  I 


38 


ANDREWS      REPORT    ON 


which  they  could  resort  at  all  times,  and  where  the  crews  could  be  ren- 
dered useful  on  shore  during  the  conlinuanco  of  bad  weather  at  sea. 

NAVIGATION   OF   THE    ST.   LAWRENCE. 

In  connexion  with  the  right  to  land  and  cure  fish  on  the  shores  of  the 
gulf,  the  free  navigation  of  the  river  St.  Lawrence  becomes  a  matter  of 
much  importance. 

The  fish  caught  by  our  fishermen  in  the  gulf,  instead  of  being  sent  by 
the  long  and  dangerous  voyage  around  Nova  Scotia,  in  order  to  reach 
some  port  in  the  Union  from  whence  to  be  sent  into  the  intt  rior,  might, 
when  ready  for  market,  be  siiipped  in  our  own  vessels  from  the  fishing 
stations  on  the  coast,  and  these  vessels,  proceeding  up  the  St.  Law- 
rence, might  reach  any  or  all  of  the  ports  or  places  on  the  great  lakes, 
where  a  supply  of  sea-fish  is  highly  prized. 

The  numerous  and  constantly  increasing  body  of  consumers  in  the 
great  West,  even  to  its  remotest  extremity,  would  thus  be  furnished 
with  good  fish  at  reasonable  rat(!3,  caught  and  cured  by  our  own  hardy 
fishermen,  and  transported  in  our  own  vessels. 


FRENCH    FISHERIES    AT    NEWFOUNDLAND. 

The  recent  movements  in  France  with  regard  to  bounties  on  fish 
caught  at  Newfoundland,  and  exported  to  foreign  countries,  are  singu- 
larly interesting  at  the  present  time,  because  it  will  be  found,  from  what 
follows,  that  the  changes  which  take  place  during  the  present  year  in 
the  allowance  of  those  bounties  are  calculated  to  exercise  a  powerful 
effect  on  the  deep-sea  fisheries  of  the  United  States.* 

Hereafter  we  are  to  have  fish  caught  and  cured  by  citizens  of  France, 
entering  our  markets  under  the  stimulus  of  an  extravagant  bounty,  to 
compete  with  the  fish  caught  and  cured  by  our  own  citizens. 

This  altogether  new  and  unexpected  movement  on  the  part  of  France 
has  already  attracted  attention,  and  excited  much  interest  and  uneasi- 
ness among  the  fishermen  of  the  eastern  States.  Tlie  matter  at  present 
stands  thus: 

The  law  of  France  which  grantful  bounties  to  the  sea  fisheries  being 
about  to  expire,  the  project  of  a  new  law  was  submitted  to  the  National 
Assembly  on  the  20th  December,  1850,  by  the  government.  An  able 
report  on  these  fisheries  was  at  the  same  time  submitted,  which,  among 
other  things,  sets  forth  that  the  bounties  paid  by  France  during  the 
nine  years  from  1841  to  1850,  inclusive,  for  the  cod-fisliery  only,  had 
amounted  to  the  mean  annual  average  of  3,900,000  francs ;  the  number 
of  men  employed  annually  in  this  fishery  amounting  to  11,500  on  the 
average.  The  annual  expense  to  the  nation  was  therefore  338  francs 
per  annum  for  each  man.  France,  it  is  said,  thus  trains  up  able  and 
nardy  seamen  for  her  navy,  who  would  cost  the  nation  much  more  if 
they  were  trained  to  the  sea  on  board  vessels  of  war. 

'Translations  of  recent  legislative  documents  of  tlie  National  Assembly  of  France  are  ap- 
pended to  this  report,  and  to  these  reference  is  made  for  full  particulars.  For  these  and  other 
Taluablo  documents  the  undersigned  is  indebted  to  Hon.  Abbott  I^wrence,  minister  at  the 
court  of  St.  James,  to  whom  his  best  acknowledgments  are  Justly  due,  and  are  respectfully 
tendered. 


'  i 


COLONIAL   AND    LAKE    TRADE. 


39 


A  cotnmitteo  of  the  National  Assembly  reported  at  length  upon  the 
proposed  law,  and  the  state  of  the  deep-sea  fisheries.  From  this  re- 
port, it  appears  that  these  fisheries,  aUliough  enjoying  large  bounties 
and  privileges,  were  languishing,  owing  to  the  great  distanee  at  wliieh 
they  arc  eondueted,  and  u  farther  inerease  of  bounties  on  exportation 
was  recommended,  in  order  to  stimulate  their  drooping  energies.  Unon 
this  elaborate  report,  the  National  Assembly  passed  the  j)roposed  law 
on  the  22d  July,  1851.  It  provides  that,  from  the  first  day  of  Janu- 
ary, 1852,  until  the  30th  '  ne,  18G1,  the  bounties  for  the  encourage- 
ment of  the  cod  fishery  shall  bo  as  follows : 


\i- 


BOUNTIES  TO  THE  CREW. 

1.  For  each  man  employed  in  the  cod  fishery,  with  drying,  on  the 
coast  of  Newfijundland,  at  St.  Pierre,  and  Mi(j[uelon,  or  on  the  Grand 
Bank,  50  francs. 

2.  For  each  man  emi)loyed  in  the  fisheries  in  the  seas  surrounding 
Iceland,  without  drying,  50  fVanes. 

3.  For  each  man  employed  in  th(;  cod  fishery  on  the  Grand  Bank, 
without  drying,  30  francs.  • 

4.  For  each  man  employed  in  the  fishery  on  the  Dogger  Bank,  15 
francs. 


I 


:lH 


BOUNTIES  ON  THE  PRODUCTS  OF  THE  FISHERIES. 

1.  Dried  cod  of  French  catch,  exported  tlirectly  from  the  place  where 
the  same  is  caught,  or  from  the  warehouse  in  France,  to  French  colo- 
nies in  America  or  India,  or  to  the  French  establishments  on  the  west 
coast  of  Africa,  or  to  transatlantic  comUrus,  provided  the  same  are  landed 
at  a  port  ivherc  there  is  a  French  consul,  per  quintal  metriipie,  (equal  to 
220J  pounds  avoirdupois,)  20  francs. 

2.  Dried  cod  of  French  catch,  exported  either  direct  from  the  place 
where  caught,  or  from  ports  in  France,  to  European  countries  or  foreign 
States  within  the  Mediterranean,  except  Sardinia  and  Algeria,  per 
quintal  metrique,  16  francs. 

3.  Dried  cod  of  French  catch,  exported  either  to  French  colonies  in 
AmericH  or  India,  or  to  transatlantic  countries,  from  ports  in  France, 
without  being  warehoused,  per  (juintal  metri(iue,  16  francs. 

4.  Dried  cod  of  French  catch,  exported  direct  from  the  place  where 
caught,  or  from  the  ports  of  France,  to  Sardinia  or  Algeria,  per  quintal 
metrique,  12  francs. 


^'i 


BOUNTY  ON  COD  LIVERS. 


I 


5.  Cod  livers  which  French  fishing  vessels  may  bring  into  France  as 
the  product  of  their  fishery,  per  quintal  metri(|ue,  20  francs. 

From  the  foregoing  scale  of  bounties,  it  will  be  seen  that  there  are 
Bome  grounds  for  the  fears  entertained  by  the  fishermen  of  New  Eng- 
land, that  the  dried  cod  caught  and  curecl  by  the  French  at  Newfound- 
land, will  be  introduced  into  the  principal  markets  of  the  United  States, 


40 


ANDREWS*    REPORT  ON 


l!v 


I      I 


with  the  advantngo  of  a  bounty  very  ncaily  o(|ual  to  two  dollars  for 
each  Amrric-aii  (]uintal — a  sum  almost  equal  to  whnt  our  fishermen  ob- 
tain for  their  dried  fish  when  brought  to  mark(^t.  It  must  not  be  over- 
looked, either,  that,  besides  this  excessive  bounty  on  fish  exported  to 
transatlantic  countries,  the  FnMich  fishermen  will  enjoy  also  the  bounty 
of  fifty  francs  (almost  ten  dollars)  per  man  i()r  each  of  the  crew,  a  far- 
ther bounty  ot  twenty  Ir.'uies  per  (juintal  metriquc  on  the  cod-oil  which 
he  lands  in  France;  and  farther,  an  almost  entire  remission  of  the  duties 
on  salt  used  at  Newfiumdland. 

With  competition  at  hand  so  encouraged  anrl  stimulated,  it  will  soon 
be  necessary  to  give  our  fishermen  every  facility  and  advantage  (or  pur- 
suing their  business  which  by  anj''  possibility  can  bo  procured  for 
them. 

By  the  treaty  of  Paris  of  1824,  the  Frr^nch  were  restored  to  tho 
fisheries  at  Newfoundland.  They  in  a  short  lime  took  possession  of  the 
west  coast  and  the  northeast  coast,  and  under  the  high  stimulus  afforded 
by  their  heavy  bounties,  they  nearly  drove  the  British  fishermen  «)fr  of 
those  coasts,  and  competed  successfully  with  them  in  the  foreign  mar- 
kets they  had  previously  supplied. 


COLONIAL   AND    LAKE    TRADE. 


41 


:| 


PART    II. 


THE   TRADE   OF   THE   LAKES. 

In  obodionco  to  your  instructions,  tlic  following  dotailcd  report  is 
submitted  on  tlio  condition,  history,  and  prospects  of  the  trade  and  com- 
merce of  tlie  great  hikes  of  America ;  tlie  character,  nature,  quahty, 
and  value,  of  their  imports,  exports,  and  coastwise  shipments;  tno 
places  where  originated,  and  whether  on  the  increase  or  decrease ;  the 
present  enumeration  of  their  entrances,  clearances,  tonnage,  and 
crews,  whether  progressive  or  retrogrr  ssive;  with  comparative  state- 
ments of  the  present  and  past  j'cars;  the  iiicilities  and  obstructions  to 
their  free  navigation  and  the  transportation  of  goods;  the  internal  im- 
provements completed,  under  way.  projected,  or  imperatively  re- 
quired; the  chanictcr  for  ])roductivcness,  wh«Hher  of  agricultural  or 
mineral  wenlth,  or  of  that  arising  from  fisheries  or  the  forest  of  the  cir- 
cumjacent districts;  the;  growth,  prospects,  anrl  present  condition  of  the 
harbors,  light-houses,  beacons,  piers,  and  other  works  indispensable  to 
secu:  1  navigation;  and,  lastly,  the;  farther  works  of  construction,  re- 
moval of  obstacles,  nnd  general  improvements  of  navigation,  requisite 
for  the  develojjinent  and  (exploration  to  the  liillest  extent  of  the  inesti- 
mable resources  of  these  noble  waters,  and  the  vast  territories  sur- 
rounding theni. 

It  has  been  dilHcult  to  obtain  much  inlbrmation  and  full  detailed 
statements  on  some  of  these  points,  owing,  it  is  believed,  to  the  abs(!nce 
of  proper  legal  retiuirements  and  authoritative  departmental  instruc- 
tions in  that  respect,  and  tlu^  want  of  means  (except  at  the  private 
expense  of  th(>  officers  and  others)  of  furnishing  such  statistical  data. 
Most  ot"  the  ollicers  of  the  customs  on  the  lake  frontier  are  attentive, 
and  are  desirous  of  furnishing  all  the  statistical  raid  general  int()rmation 
in  their  power,  and  many  of  the  citiz(!ns  engaged  in  trade  and  com- 
merce,'{md  in  the  shipment  and  trans|)ortation  of  produce  and  mer- 
chandise, and  especially  incorpoiated  companies  or  associations,  have 
frequently  furnished  the  pubhc  with  useful  inliirmation  on  the  lake 
trade  and  commerce. 

The  interests  of  those  engaged  in  such  business  arc  ordinarily  ad- 
vanced by  expositions  of  such  data.  But  full  and  authentic  data,  in 
proper  f()rm  for  ready  compilation  and  condensation  into  intelligiblo 
tabular  statements,  especially  those  ii)r  comparison,  cannot  be  obtained 
without  legal  provision  to  such  end,  and  particular  departmental  in- 
structions presenting  uniform  abstracts.  Funds  are  also  necessary,  to 
coinpensat(!  the  time  and  labor  devoted  to  such  important  service. 
Several  of  the  most  valuable  revenue  officers  on  the  lake  and  inland 
frontier  now  recc^ive  inadequate  compensation  for  their  faithful  and 


I     H 


i 


i 


I  ' 


ANDREWS      niCl'OIlT    ON 


V  \ 


I  i 


i  ll\ 


onerous  services.  And  willi  respeci  lo  fcdcriil  oflicrrs,  i)unctualu\j 
should  1)(!  cnrorced  hy  lcu;;il  ('iKictrncntH.  TIk;  or^iiniziilion  of  a  slu- 
tistieul  otHce,  tlu;  duties  ol'  which  should  iiicluch;  the  decetuiitd  e(>u8us, 
as  II  perioanent  hurcjiu  !ittiieh('d  to  llie  proper  (le[)jnliM(iit  lit  Wiishing- 
toti,  lo  which  full  inlorinntioii  find  (hitii.  iVoiii  idl  tht;  dcpiu'ltueuts  luid 
offices  lit  the  s(!iit  of  goverinn(  nt  und  throughout  the  llui*iu,  ntid  Irotii 
all  oiu"  ofHcera  .'ihroad,  should  he  rendered,  luid  which  could  ohtiiin 
like  iulornmtion  troni  the  SSlate  governineuts  and  other  trustwt)rthy 
sources,  and  Ironi  l()reigngovernnienttt  likewis*',  might  provi;  <Mniucntly 
usoi'ul. 

Properly  cstahlished,  and  condu(;ted  hy  intelligent,  at-eurale,  indus- 
trious persons,  it  might  easily  collect  (piarterly  all  the  nniuisite  data  of 
our  trade  and  commerce  with  foreign  countries,  of  our  uiternal  trade 
and  commerce,  of  our  internal  imjirovements  and  internal  transporta- 
tion, of  our  growing  resources  in  (^very  (juarler,  and  of  oiu*  coastwise 
trade.  And  all  statistical  data  that  might  he  wanted,  could  be  advan- 
tageously published  in  advance  of  every  session  of  Congress.  That 
such  inl()rmation  would  be  invaluable  to  the  statesmen  of  this  country 
who  seek  lo  legislate  upon  national  principles,  no  one  can  deny.  That 
vigilant  detector,  the  public  press,  would  then  hv  enabled  lo  expose 
errors  or  fallacies  in  lime  to  prevent  their  causing  inconvenience. 

Other  govcrnmenls,  less  libernl  ll  an  ours,  seek  such  iid()rmalion  to 
enable  them  to  find  new  objects  l(>r  taxation.  It  would  be  especially 
important  lo  ours  as  enabling  it  lo  abolish  indirect  or  direct  restrictions 
and  burdens  upon  the  advancement  of  every  branch  oi' industry,  as 
it  might  then  do  without  danger  of  mistake  as  to  the  fiicts.  The  para- 
mount duty  of  this  gcvernmenl  is  to  relieve  the  peoph;  Iroin  all  un- 
necessary taxation,  ami  this  measure  wouhl  tend  to  further  such  object. 
Congress  would  not  then,  as  is  now  too  often  tlu?  case,  be  compelled  to 
legislate  on  such  subjects  in  the  dark,  by  conjecture,  or,  what  is  infi- 
nitely worse,  upon  ihe  false  data  and  incorrect  and  deceptive  statistics 
furnished  by  interested  persons. 

NoiNvithstanding  the  diHicullifts  now  existing,  it  is  believed  that  an 
approximation,  sufficiently  near  the  n'alitics  of  the  case  to  convey 
an  ade(iuate  understanding  of  ihi-  subject,  has  been  attained  in  the 
following  pages;  and  that  tht;  results,  as  sliown,  will  be  alike  gratify- 
ing to  the  enlightened  and  patriotic  statesman,  as  displaying  the  im- 
mense development  and  incalculable  prospects  of  the  resources  of  his 
country,  and  astonishing  to  the  casual  observer,  who  has,  it  is  p»obable, 
never  regarded  the  lake  trade  of  the  West  a>  the  right  arm  of  the 
nation's  commerce,  or  its  area  as  the  cradle  «Jt  national  wealth,  pros- 
perity, and  progress. 

For  the  convenience  of  reference  and  comparison,  i»s  well  as  from 
regard  to  historical  and  geographical  propriety,  llu;  matter  collected 
on  this  subject  has  been  thus  divided  and  arranged. 

A  review,  general  and  detailed,  of  each  of  the  lake  districts  of  col- 
lection, seventeen  ia  number,  commencing  from  the  Vermont  district 
to  the  eastward  as  the  first,  and  among  the  first  constituted,  and  thence 
proceeding  westward  to  the  head  of  Lake;  Superior. 

To  each  of  these  districts  is  attached  a  synopsis  of  such  commercial 
and  custom-house  statistics  as  were  attainable,  juid  found  to  be  to  the 


re| 
nc 

H\ 
to| 

I 


COLONIAL    AND    LAKB    TRADE. 


43 


point;  ulso,  a  grnoral  synopsis  of  the  lakna,  scvrnilly,  with  tlirir  trjulc 
und  hack  countries  ;  and,  added  to  tlirsi>,  detailed  Htatistical  tables  in 
roforonce  to  the  whole  ofilif;  great  St.  l^awrence  basin. 

To  enter  in  this  place  on  a  discnission  to  prove  what  is  so  generally 
ndnnitted  as  the  advantages  accruing  to  u  country  Irom  a  various  and 
extensive  i^orrunerce,  would  i)e  superfluous  ;  but,  nevertheless,  so  little 
appears  to  be  known,  and  such  liinitJ.'d  interests  to  he  fell,  in  relation 
to  our  own   internal  commerce,  and  to  its  bearing  on  th<!  trade  atul 

f)ro8p(!rily  of  tlu;  country  at  large,  that  a  few  words  on  its  natur<!,  past 
listory,  present  recjuirenaMits,  and  bearing  on  our  commercial,  social, 
and  polilual  condition,  will  not,  it  is  presumed,  appear  entirely  imper- 
tinent. 

In  the  first  j^lace,  the  general  sclf-gratulation  of  the  people  and  their 
legislators  at  the  liict  that  within  scarcely  a  century's  lapse  our  fbr«>ign 
commerce  has  grown  up  to  be  second  only  to  that  of  Great  JJritain, 
and  to  threaten  it  also  with  rivalry,  appears  to  have  blinded  them  to 
a  perception  (»f  the  dillorence  of  the  circumstaru;es  attending  maritime 
and  inland  navigation ;  of  tlui  reasons  why  the  latter  re(iuires  aid 
from  the  public  to  effect  what  in  th(!  t()rmer  is  safely  lelt  to  the  means 
and  enterprise  of  individual  communities  ;  and,  lastly,  ol'  the  prepon- 
derating inffuence  of  the  latter  on  the  t()rmer  branch  of  national  pros- 
perity. It  app(!ars,  moreover,  to  have  led  casual  observers  to  the  opin- 
ion that,  because  our  maritime  commerce  has  experien(*eil  so  wonder- 
iul  an  increase  under  circumstances  somewhat  untoward,  it  could  have 
made  no  greater  or  further  progress  if  liberally  f()stercd  by  the  hand  of 
government;  and,  secondly,  that  becaust;  one  branch  of  commerce  has 
so  succeeded,  all  other  branches  can  so  succeed. 

To  these  propositions  it  may  be  replied  brielly  : 

First.  That  the  maritime  commerce  mendy  exports  to  foreign  mar- 
kets the  suiplus  productions  of  our  country,  whereby  to  purchase  im- 
ports from  tljc  same  or  similar  mark(!ts. 

That  this  ni.i'  'I'le  t  )rnmerce  is  sustained  fljr  th(>  most  part  by 
opulent  eommer^  ml  connnunitios,  on  whom  no  burdens  rest,  at  farthest, 
but  the  const!  uciNm  of  their  own  harbors  and  their  maintenance. 

That  without  a  supply  of  produce  lor  exportation,  the  tiireign  com- 
merce woukl  U-  carried  on  under  such  an  adverse  balance  of  trade  as 
would  be  mjurious  rather  than  profitcable. 

That,  fJ)r  the  present,  the  preponderance  of  our  foreign  exportations 
must  ln'of  raw  material,  as  agricultural  produce,  produce  of  the  forest, 
the  fisheries,  and  the  field. 

That  even  when  this  ceases  to  be  the  cas*',  and  our  articles  of  ex- 
port shall  hi',  more  largely  nianufa<;lures  and  articles  of  luxury,  in  lieu 
of  raw  produce,  the  necessity  of  raw  produce  to  the  seaboard  and  the 
large  commercial  cities  will  still  exist  and  increase,  from  the  necessity 
of  supplying  material  and  subsistence  for  the  commercial  or  manufac- 
turing population. 

That  of  those  articles  of  raw  material  which  arc  neither  shipped  as 
foreign  nor  used  as  domestic  provision,  such  as  minerals  and  metals, 
every  ton  native,  brought  into  the  domestic  market  and  manufactured 
at  home  for  home  use,  supplants  so  much  of  foreign  raw  material  or 


it 


b 


I  'H 

!■  .1 


!  '\i 


44 


ANDREWS     llEPORT    ON 


T  ^! 


manufacture,  and  tends  thereby  so  fur  to  change  the  balance  of  trade 
in  our  favor. 

It  is  contended  by  some  political  economists,  that  of  nations  engaged 
in  commercial  pursuits,  the  largest  exporters  and  the  smallest  import- 
ers must  be  the  gainers,  since  a  large  excess  of  importation  must  cause 
a  drain  of  the  precious  metals  to  pay  for  such  excess.  It  does  not 
follow  that  if  this  be  true  as  to  foreign  or  maritime  commerce,  it  is 
equally  so  as  to  inland  or  interior  trade. 

The  former  cannot  exist  but  by  means  of  the  latter ;  the  latter  may 
exist,  and  in  some  sort  flourish,  without  the  aid  of  the  former. 

Again,  for  articles  of  bulk  and  weight,  no  means  of  transportation 
can  compete  with  water  carriage,  Cbpecially  for  great  distances.  It  is 
the  best  and  the  cheapest. 

Xhis,  then,  is  the  position  of  our  inland  and  maritime  navigation  and 
commerce;  the  former  is  the  feeder  of  the  latter,  the  source  of  its 
greatness  ;  for  at  such  a  vast  distance  do  our  granaries  and  storehouses 
of  agricultural  and  mineral  wealth  lie  from  our  marls  and  workshops, 
that  but  for  the  network  of  lakes,  rivers,  and  artificial  improvements 
with  which  our  country  is  so  wonderfully  intersected,  they  could  never 
be  rendered  available  tor  exportation  or  home  consumption  on  the  sea- 
board, and  in  the  old  and  thickly  settled  districts. 

These  considerations  show  the  interest  which  the  external  or  mari- 
time commerce  has  in  the  advancement  of  the  lake  trade  and  naviga- 
tion ;  and  establish  that  the  maritime  commercial  communities,  and  the 
commonwealth,  should,  as  a  matter  of  justice  and  (kity,  as  well  as  of 
expediency,  aid  liberally  -ill  improvements  which  mav  facilitate  the 
prosecution  of  business,  the  cultivation  and  exploitation,  and  yet  more 
the  transportation,  of  that  produce  which  is  necessary  to  the  existence 
of  the  one,  and  the  well-being  of  the  other.  The  lake  trail'  is  obliged 
to  ef?ect  much  more  by  its  own  means  than  the  foi'eign,  and  it  has 
infinitely  less  means  whereby  to  effect  it. 

It  is  well  known  that  this  inland  or  lake  trade  is  in  the  hands  of  new 
States,  peopled,  for  the  most  part,  by  emigrants,  whose  chir'f  possession 
is  their  industry,  swelling  the  coffers  of  the  older  and  wealthier  com- 
munities. The  latter  now  virtually  demand  that  these  infant  Stales 
shall  not  only  produce,  but  transport  })roduce,  and  clear  the  way  fi)r 
that  transportation,  (()r  their  benefit,  at  their  own  expense.  Hence 
the  expedienc}'  and  justice  of  lending,  under  these  circumstances, 
federal  aid  to  the  new  Stales,  so  fin-  as  removing  or  surmounting  such 
obstacles  in  free  channels  of  trade  o{)en  to  all  or  any  Slates,  as  are 
ofTered  by  ihe  flats  of  the  Lake  St.  Clair,  the  rocks  and  shoals  of  Lake 
George,  or  the  Sault  St.  Marie,  is,  it  is  considered,  incontestable. 

The  details  of  the  districts,  and  th(^  general  synopsis  of  thc^  lakes 
and  lake  countr3^  will  undoubtedly  suffice  to  establish  the  facts  and 
show  the  realities  of  the  vast  extent  of  the  existing  trade,  its  past 
growth,  and  its  gigantic  lulur(\  liul  a  brief"  glauce  at  its  general  fea- 
tures may  be  useful  fi»r  the  concentration  of  ideas  and  n^ady  percep- 
tion of  results. 

The  coast  line  embraced  in  this  report  include  both  shores  of  Lake 
Champlain,  with  which  it  commences  (discharging  its  waters  into  the  St. 
Lawrence  bytheSorel  or  Richeli(ni  river,)  the  southern  bank  of  the  river 


COLONIAL   AND    LAKE    TRADE. 


45 


trade 


may 


St.  Lawrence,  Lake  Ontario,  the  Niagara  river,  and  Lake  Erie,  to  the 
dividing  line  between  New  York  and  Pennsylvania;  thence  the  southern 
coast  of  Lake  Erie  to  the  Pennsylvania  and  Oiiio  line ;  thence  the 
southwestern  coast  of  the  same  lake  to  the  Michigan  line  ;  and  thence 
the  whole  southern  banks  of  the  Detroit  river,  St.  Clair  lake  and  river, 
the  western  coast  of  Lake  Huron,  along  the  southern  peninsula  of  Michi- 
gan, the  whole  coasts  of  Lake  Michigan,  including  the  shores  of  Illi- 
nois, Ohio,  Wisconsin,  and  Michigan,  and  all  the  southern  and  south- 
western coast  line  of  Lake  St.  George,  the  river  St.  Mary's,  and  Lake 
Superior,  including  the  shores  of  northern  Michigan,  Wisconsin,  and 
Minnesota,  to  the  frontier  of  the  British  possessions  at  the  outlet  of 
Rainy  lake  and  Lake  of  the  Woods  into  the  waters  of  Lake  Superior. 
The  extent  of  the  whole  line  exceeds  three  thousand  miles  in  length, 
and  embraces  portions  of  the  following  States,  several  of  them  the 
wealthiest  of  the  entire  TJnion :  Vermont,  New  York,  Pennsylvania, 
Ohio,  Michigan,  Indiana,  Illinois,  Wisconsin,  and  the  Minnesota  Terri- 
tory, on  the  one  side ;  while  the  lakes  open  to  our  commerce  on  the  other 
a  coast  line  of  nearly  equal  extent,  and  in  some  parts  of  hardly  inferior 
fertility,  on  the  Canadian  shore.  The  lakes  themselves,  with  their 
statistics  of  measurement,  are  as  follows: 


Lakes. 

Greatest 
length. 

Greatest 
breadth. 

Mean 
depth. 

Elevation. 

Area. 

Miles. 
355 
320 
260 
240 
180 

Miles. 

160 

lOtI 

160 

80 

35 

Feet. 

900 
900 
900 
84 
500 

Fett. 
627 
.578 
574 
565 
232 

Sq.  mites. 
32,000 
22,000 
20,400 

Michiiran. .•.....• 

Erie 

9,600 

Ontario..  ...•■...•>■■■■>■..■••■■•. 

6,300 

Total      

1,555 

90,000 

These  lakes  are  estimated  to  drain  ati  entire  area  of  335,516  square 
miles,  and  discharge  their  waters  into  the  ocean  through  the  river  St. 
Lawrence,  which  is  rendered  navigable  from  Lake  Erie  downward  to 
all  vessels  not  exceeding  130  feet  keel,  2G  beam,  and  10  feet  draught, 
and  the  free?  navigation  of  which  tor  American  bottoms  may,  it  is  anti- 
cipated, bc^  acquired  by  the  concession  of  reciprocity  of  trade  to  the 
Canadian  government. 

The  whole  traffic  of  these  great  waters  may  be  now  unhesitatingly 
stated  at  $326,000,000,  employing  74,000  tons  of  .steam,  and  138,000 
tons  of  sail,  for  the  year  1851  ;  whereas,  previous  to  1800  there  was 
scarcely  a  <Tai't  above  the  size  of  an  Indian  (ranoe,  to  stand  against  an 
aggregate  marine,  built  up  within  half  a  century,  in  what  was  then 
almost  a  pathless  wilderness,  of  215,000  tons  burden.  It  may  be  inter- 
esting to  state  that  the  first  American  schooner  on  Lake  Erie  was  built 
at  Erie,  Pennsylvania,  in  1797,  but  she  was  lost  soon  al'terward,  and 
the  example;  was  not  l()llowed. 

Another  point  should  be  here  mentioned  in  regard  to  this  vast  aug- 
mentation of  maritime  i()rce  and  tonnage,  which  is,  that  the  increase  of 
business  is  most  inadequately  represented  by  the  increase  of  tonnage ; 


'  i 


*'  'ii 


h 


46 


ANDREWS'    REPORT    ON 


since,  by  the  increased  capacities  of  the  vessels,  their  speed  while  under 
way,  their  dispatch  in  loading  and  unloading,  and  the  substitution  of 
steam  as  a  motive  power,  both  for  sail  on  the  waters  and  for  human 
labor  at  the  dock,  the  amount  of  traffic  actually  performed  by  the  same 
amount  of  tons  in  1851,  as  compared  with  that  performed  in  1841,  is 
greater  by  ten-told. 

To  illustrate  this  position,  it  is  worthy  of  notice  that,  in  1839,  the 
twenty-five  largest  steamers  on  these  lakes  had  an  average  of  449  tons 
burden,  the  largest  being  of  800  tons.  In  185]  the  average  of  the 
twenty-five  largest  fell  little  short  of  1,000  tons,  and  the  average  of  the 
whole  steam  fleet,  consisting  of  157  steamers  and  propellers,  was  437 
tons.  Ten  years  since,  from  a  week  to  ten  days  was  allowed  to  a  first- 
rate  steamer  for  a  voyage  from  Buffalo  to  Detroit  and  back.  In  1851, 
three  days  only  were  required  by  first-rate  steamers,  and  four  to  five 
by  propellers. 

These  facts  show  that  four  times  as  much  business  is  transacted  in 
1851  by  ten  steamers  as  was  effected  by  the  same  number  in  1841. 
The  substitution  of  steam  for  sail  in  the  same  period  has,  it  is  evident, 
effected  a  yet  greater  increase  in  the  speed  of  transit  and  celerity  of 
transhipment ;  and  this  substitution  is  nourly  on  the  increase ;  in  proof 
of  which,  of  7,000  tons  of  shipping  now  on  the  stocks  at  Buffalo,  250 
only— one  brig — are  sail ;  all  tiie  remainder  steam  or  propellers. 

Of  this  latter  species  of  vessels  the  increase  is  so  great  and  so  regu- 
lar, and  so  rapidly  arc  they  growing  into  favor,  that  there  can  be  but 
little  doubt  that  they  are  destined  ultimately  to  supersede  vessels  pro- 
pelled by  sail  only,  especially  for  voyages  of  moderate  length,  and  in 
localities  where  fuel  is  abundant  and  easily  to  be  procured.  In  no 
region  of  the  globe  are  these  two  conditions,  on  which  rests  the  availa- 
bility of  screw-steamers,  more  perfectly  complied  with  than  on  the 
lakes,  where  the  longest  voyages  do  not  exceed  three  weeks,  at  an  ex- 
treme calculation,  and  where  bituminous  coal  of  a  very  fine  quality 
can  be  procured  at  an  average  price  of  three  dollars  and  a  half  per 
ton,  and  at  many  points  at  two  and  a  half  on  the  docks. 


M 

St 

^: 

int 


On 
Prt 

Stc 


St< 


Ei. 


COLONIAL  AND  LAKE  TRADE. 


m 


The  foUoxving  table,  tajsen  from  a  very  valuable  report  by  Me  ^srs. 
Mansfield  and  Gallagher,  of  the  statistics  and  steam  marine  of  the  Ijnited 
States  for  ]  851,  will  show  the  comparative  force  of  the  steamers  em- 
ployed in  the  oceanic  and  the  lake  trade,  and  will  exhibit  a  result  suf- 
ficiently surprising  to  readers  unacquainted  with  the  business  of  the 
interior : 


m 


Description  of  vcsselv. 


Ocoan  steamers. . .  .(cosHt) 
Ordinary  steamers. . .  .do. . 

Propellers do. . 

Steam  ferry  boats do. . 


Total  cost. 


Ordinary  steamers,  lake  and  river. 

Propellers do 

Steam  ferry  boats do 


Total  lake  and  river. 


Steam  marine,  coast. . 
Do inland. 


Total . 


lExf 


*'  lake  and  river. 


Number. 

Tonnage. 

Officers 
&  crews. 

96 

382 

67 

80 

91,475 
90,738 
12,245 
18,041 

4,548 

6,311 

542 

369 

625 

212,500 

11,770 

663 
52 

50 

184,262 

15,729 

4,733 

16,576 
81T 
214 

765 

204,725 

17,607 

625 
765 

212,. 'iOO 
204,725 

11,770 
17,607 

1,390 

417,226 

29,377 

140 

7,775dim. 

5,83T 

I 


The  distribution  of  steamers  in  the  basin  of  the  lakes  is  as  follows 

District  of  Burlington 11 

Plfiltsburgh 6 

Ogdcnsburgh 4 

Sackett's  Harbor 1 

Oswego 9 

Rochester 2 

Niagara 1 

Buflalo 42 

Prescjue  Isle 7 

Cleveland 13 

Sandusky 1 

Toledo 4 

Detroit 47 

Michilimackinac 12 

Chicago 4 


;y. 


The  number  on  each  lake  is — 


Champlain 17 

Ontario 17 

Krie 114 


Straits 12 

Michigan 14 


f 


46 


ANDREWS*    REFOBT   ON 


The  entire  number  of  vcssek  and  crews  of  the  interior  t^^e  amounts 
to  140  bottoms,  and  5,837  men,  in  excess  of  the  whole  ocean  and  coa«j[ 
navy,  though  the  tonnage  employed  in  the  former  is  smaller  by  7,775 
tons. 

It  is  for  this  wealthy  commerce  of  the  interior  that  all  the  Atlantic 
cities  are  now  striving,  in  earnest  competition,  by  the  creation  of  new 
outlets  and  avenues,  lor  its  transaction ;  and  this  very  competition  is 
good  evidence  that  ail  the  eastern  or  New  England  and  middle  States 
are,  in  some  sort,  more  or  less  affected  by  it.  •  -^ 

The  grp  "■-  system  of  exchange  between  the  cities  of  the  ocean  sea- 
board and  .ae  entire  West  is  transacted  through  the  lakes,  and  the 
channels  connected  with  them ;  and  it  is  not  uninteresting  to  observe 
that  the  increase  of  the  population  in  the  Atlantic  States,  and  that  of 
the  tonnage  of  the  West,  have  kept  even  pace  with  each  other. 


Table  of  populatioti  and  tonnage. 


"nsM' 


Teara. 


1790 

1800 

1810 

1830 

1830 

1840 

1850 


II 


1,009,823 
1,333,315 
1,471,891 
1,659,808 
1,954,717 
3,234,823 
3,728,106 


5 

a 


«£ 


22.1 
19.3 
13.8 
17.7 
14.3 
32.07 


id 

i 

^•1 

u' 

Viji 

.S 

«  s 

. 

2  o 

u 

:«  0, 

fe 

S 

1? 

958,633 

958.6 

1,401,070 

46.15 

2,014,695 

43.79 

3,699,845 

34 

3,587,664 

32.88 

4,526,360 

36.16 

5,898,735 

30.32 

■S  g 

(a  ^ 

."3 


None. 

50,240 

273,334 

793,719 

1,470,018 

9,967,840 

4,731,430 


s 


u 


443.04 
191.09 

85.43 
101.89 

59.08 


None. 


3,50& 

20,000 

75,000 

915,787 


In  this  scheme  it  must  be  observed  that  the  six  New  England  States, 
Maine,  New  Hampshire,  Vermont,  Rhode  Island,  Massachusetts,  and 
Connecticut,  possess  an  area  of  63,326  square  miles,  with  a  population 
of  2,728,106,  being  43.09  persons  to  the  square  mile. 

The  Middle  States,  New  York^  New  Jersey,  and  Pennsylvania,  pos- 
sess an  area  of  100,320  square  miles,  with  a  population  of  5,898,735, 
or  58.80  persons  to  the  square  mile ;  while  the  northwestern  States, 
Ohio,  Indiana,  Illinois,  Michigan,  Iowa,  Wisconsin,  and  the  Minnesota 
Territory,  have  an  area  of  373,259  square  miles,  with  a  population  of 
4,721,430,  or  12.70  persons  to  the  square  mile.  ijjk.^ 

When  this  last  division  shall  have  become  as  densely  populated*as 
the  Middle  States  now  are,  it  will  contain  a  population,  directly  tribu- 
tary to  the  trade  of  the  lakes,  of  22,000,000  of  souls ;  and  there  is  every 
reason  to  believe  that  the  increase  of  population  will  be  as  rapid,  until 
that  result  shall  be  fully  attained,  as  it  has  boen  since  1800.  How 
wonderful  and  grand  a  spectacle  will  it  then  be  to  many,  doubtless,  ot 
those  now  born,  when,  at  the  commencement  of  the  twentieth  century, 
this  lake  country  shall  be  seen  supporting  a  population  of  so  many 
millions!  And  what  will  then  be  the  amount  and  value  of  that  trade, 
and  the  aggregate  tonnage  of  that  marine,  which  has  sprung  up,  in  les» 


'  ■  oy  vj-^m  I'TTT^'V*' 


8 


o 


None. 


3,500< 

20,00a 

75,000 

215,781 


COLONIAL   AND   LAKE    TRADE. 


49 


than  Ibrty  years,  irom  nothing  to  two  hundred  thousand  tons  of  steam 
and  shipping! 

It  is  stated  that  the  entire  amount  of,appropriations  made  by  govern- 
ment, for  the  benefit  of  all  rivers  and  harbors,  since  its  first  organiza- 
tion, has  been  $17,199,233,  of  which  only  $2,790,999  were  devoted  to 
the  lakes,  the  balance  being  all  for  the  Atlantic  coast  and  rivers;  and 
that,  too,  in  tacc  of  the  tacts,  that  in  consequence  of  several  unavoida- 
ble disadvantages,  in  the  present  condition  of  the  lake  coasts  and  har- 
bors, tiiere  i^'  a  greater  proportional  loss  of  lite  on  these  waters  than  on 
the  ocean  itself  and  all  its  tributary  seas. 

It  may  be  well  to  note  here  the  loss  of  property  and  lite  by  marine 
disasters  on  the  lakes,  which  are  not  only  in  lliemselves  most  lamenta- 
ble, but  which  become  tar  more  deplorable  when  it  is  considered  that 
at  a  small  outlay  the  navigation  could  be  rendered  as  sate,  at  the  least, 
as  liiat  of  any  other  waters. 

The  disadvantages  alluded  to  above  are  to  be  ftund  in  the  facts, 
that  while  the  lakes  are  exposed  to  squalls,  gales,  md  tempests,  as 
violent  as  those  of  the  ocean,  they  have  not  sufficient  sea  room  to  allow 
of  a  vessel  scudding  before  the  weather,  since,  if  the  gale  were  of  any 
duration,  she  would  soon  run  from  one  end  to  the  other  of  the  lake,  on 
which  she  might  be  cnught,  and  so  incur  fresh  and  perhaps  greater 
danger.  In  like  manner,  the  breadth  of  these  basins  is  so  compara- 
tively diminutive,  and  so  much  beset  with  dangerous  reefs  and  rocky 
islands,  that  a  vessel  cannot  long  lie  to,  in  consecjuence  of  the  terrible 
and  insidious  drift  which  is  ever  liable  to  drive  her  to  unforeseen 
destruction. 

The  following  table  will  exhibit  the  loss  of  life  and  property  incurred 
during  the  lour  last  succeeding  years,  which  are  surely  disastrous 
enough  to  plead  trumpct-tongued  with  government  tor  the  extending 
some  means  of  security  and  {protection  to  the  navigators  of  those  peril- 
ous seas  of  the  interior. 


i 


I 

: 


'  ii'M 


Yours. 


Property. 


1848 

1849 

1850 

1851 

Total  of  four  years 


!j420,5ia 
368,171 

558,826 

730. 5:n 


2,078,046 


Lives. 


55 

34 

395 

79 


563 


The  excess  of  lives  lost  in  1850  was  occasioned  by  the  explosion  of 
the  boilers  on  board  two  steamers,  and  the  burning  of  the  third,  which 
had  on  board  a  large  number  of  emigrants;  this  may  be,  theref()re,  in 
some  degree  deemed  accidental  and  extraordinary,  as  such  catastrophes 
are  of  rare  occurrence  on  the  lakes.  The  great  prepondernncc,  how- 
ever, of  the  year  1851  over  those  of  1848  and  1849,  has  no  such  pallia- 
tion, since  they  were  the  effect  of  heavy  gales,  the  absence  of  harbors 
necessary  for  the  protection  of  mariners,  and  the  obstruction  of  the 
mouths  of  such  as  do  exist,  by  bars,  on  which  a  terrible  surf  breaks,  and 
which  entirely  preclude  the  possibility  of  entering  the  place  to  which 
4 


50 


ANDREWS     REPORT   ON 


m 


they  have  in  vain  fled  for  refuge.  It  is  of  little  benefit  to  the  mariner 
that  the  government  has  expended  comparatively  inconsiderable 
amounts  in  the  ercclion  of  piers  and  light-houses  at  the  entrance  of  a 
few  bar-mouthed  rivers  and  harbors. 

The  total  of  the  losses  on  the  Atlantic,  Gulf  of  Mexico,  and  Pacific 
coasts,  in  the  year  1851,  amounted  to  328  vessels,  and  many  hundred 
lives,  out  of  a  total  marine  measuring  3,556,464  tons,  being  a  loss  of 
one  vessel  to  every  10,844  tons  of  shipping. 

The  lake  losses  of  the  same  year  were  42  vessels  and  79  lives,  out 
of  a  marine  measuring  215,975  tons,  being  a  loss  of  one  vessel  to  every 
5,142  tons  of  shipping.  The  proportion  of  vessels  lost  on  the  lakes  is 
therefore  w  Ii  n  excess  of  the  losses  on  the  ocean  coasts,  jmd  that  of 
lives  still  r,'        so. 

In  this  point  of  consideration  it  is  worthy  of  remark  that  a  single 
povvcrtul  government  steam-dredge  could  be  kept  conlinunlly  in  com- 
mission, and  employed  during  seven  months  of  the  year,  which  could, 
with  perfect  ease,  remove  the  obstructions  on  the  flats  of  Lake  St. 
Clair  and  Lake  St.  George,  open  the  bars,  and  deepen  the  beds  of  all 
the  harbors,  from  one  extremity  of  the  lakes  to  the  other,  in  the  course 
of  a  very  tew  years,  and  keep  them  unobstructed  thenceforth  to  the 
end  of  time,  by  an  annual  .-ippropriation  of  one-tburth  the  amount  ot" 
the  augmented  compensation  recently  granted  to  the  Collins  line  of 
steamers,  and,  of  course,  two  such  vussels,  materially  lessening  the 
duration  of  the  work,  ibr  one-half  that  appropriation. 

Nor  does  it  appear  that  the  opening  an  area  so  vast  to  the  enterprise 
and  efficiency  of  our  inland  commerce,  giving  perleet  protection  to  so 
important  a  branch  of  the  national  marine  as  that  employed  in  lh(>  navi- 
gation of  the  lakes,  is  an  end  less  worthy  than  the  furthering  and 
encouraging  any  system  of  post  office  transportation,  and  ocean  steam- 
marine,  liowtivcr  incomparable  its  deserts;  and  this  without  regarding 
the  preservation  of  what  is  generally  held  invaluable  among  earthly 
things — the  lilt;  of  human  beings. 

The  expediency  and  justice  are  thus  shown  of  extending  some  meed 
of  protection  and  encouragement  to  the  regions,  with  their  ports,  har- 
bors, and  marine  ef)inmunieations,  which  arc  tfic  theatreof  a  ("ommerce 
so  valuable  as  that  ft)r  which  all  the  Atlantic  cities  are  contending ;  and 
to  pertect  the  internal  and  inland  conununications  of  which,  by  canal* 
and  railroads,  the  young  State.-,  in  which  that  tliealre  is  placed,  are 
making  so  great  efforts. 

The  jjolicy  of  doing  so  cannot  but  be  seen  on  considering  the  eflt'ct 
which  the  construction  of  railways,  the  opening  of  canals,  and  the 
facilitation  by  all  means  of  transportation  and  intercomnuuiication,  has 
upon  the  growth  of  cities,  the  population,  cultivation,  wealth,  and  pros- 
perity of  districts,  which  actually  seem  to  grow  and  (!xpand  in  arith- 
metical progression  to  the  ratio  of  their  improved  accessibility,  and  the 
number  of  their  outlets  and  avenues  Ihv  commerce  and  immigration. 

It  may  not,  thereliae,  be  now  impertinent  to  examine  the  operation 
of  these  influences  on  the  unparalleled  increase  of  the  West,  which  can, 
in  fact,  be  traced  directly  to  these  causes. 

It  has  been  shown  already  that,  however  remote  the  period  of  the 
discovery,  exploration,  and  partial  colonization  oi"   these    wilds    and 


if 


COLONIAL   AND    LAKE    TRADE. 


61 


mecti 
3,  h:ir- 

ninorcc 
f ;  and 
canal* 

cd,  arc 


waters,  anything  like  practical  navigation  of  them  tor  commercial  pm*- 
poses  was  unattempted  until  after  the  commencement  of  this  century. 
In  1679  a  French  craft  indeed  was  launched  at  Erie,  Pennsylvania, 
for  the  expedilion'of  the  celebrated  and  unfortunate  La  Salle  ;  but  this, 
which  was  an  experiment  for  a  special  purpose,  wholly  unconnected 
with  trade,  was  not  followed  up.     In  1797,  as  has  been  before  stated, 
the  first  American  vessel  was  launched  on  the  lakes.     In  1816  the  first 
steamer  was  built  on  the  waters  of  Lake  Ontario,  and  the  first  on  Lake 
Erie  in  1818.     For  some  considerable  time  the  first  vessels  put  in  com- 
mission on  Lake  Erie,  were  used  merely  for  facilitating  the  movements 
and  operations  of  the  Indian  traders,  carrying  westward  supplies  and 
trinkets  f()r  the  trade,  and  returning  with  cargoes  of  furs  and  peltries. 
In  1825  the  Erie  canal  was  completed,  and  its  influence  began  at  once 
to  be  felt  through  the  western  country.     The  western  portion  of  the 
State  of  New  York  immediately  began  to  assume  an  air  of  civilization 
and  to  advance  in  commercial  growth.     This  influence  continued  still 
to  increase  until  the  Welland  canal  and  the  Ohio  canals  were  completed. 
The  tonnage,  which  had  then  increased  to  about  20,000  tons,  found  nt 
this  time  full  employmentin  carrying  emigrants  and  their  supplies  west- 
ward, which  continued  to  be  their  principal  trade  till  1835,  when  Ohio 
began  to  export  breadstuff's  and  provisions  to  a  small  extent.     In  1800 
Ohio  had  45,000  inhabitants  ;  in  1810,  230,760;  in  1820,  581,434  ;  in 
1830,  937,903. 

During  this  year  a  portion  of  the  canals  was  opened,  and  during  the 
ten  years  next  ensuing  after  1830  some  five   hundred  miles  of  canals 
had  been  cf)mpleted,  fe"     lecting  the  lakes  by  two  lines  with  the  Ohio. 
Under  the  influence  of  ...ese  improvements  llie  population  of  the  State 
augmented  to  1,519,467  individuals.     In  1835  she  exported  by  the 
lakes  the  equivalent  of  543,815  bushels  of  wheat.     In  1840  her  ex- 
ports of  the   same  article  over  the  same  waters  were  equivalent  to 
0,800,000  bushels  of  wheat,  being  an  increase,  in  tiie  space  of  five  years, 
in  thc%rticles  of  wheat  and  flour,  of  what  is  equal  to  3,300,000  bushels 
of  wheal,  or  nearly  six  hundred  per  centum.     These   articles  are  se- 
lected, as  being  the  most  bulky,  in  order  to  illustrate  the  effect  of  canals 
upon  lake  commerce.     At  tliis  period,  1840,  there  were  not  completed 
over  two  hundred  miles  of  railway  in  the  State,  and  this  distance  was 
composed  of  broken  portions  of  roads,  no  entire  route  existing  as  yet 
across  the  length  or  breadth  of  the  State.  In  1850,  there  were  in  opera- 
tion something  over  f()ur  hundred  miles  of  railroad,  and  rather  a  greater 
length  of  canals,  while  the  population  had  increased  to  1,908,408,  and 
her  exports,  by  hike,  of  wheat  and  flour,  were  equivalent  to  5,754,075 
bushels  of  wheat,  and  that,  too,  in  spite  of  the  fiict  that  the  crop  of  1849 
was  almost  an  absolute  failure  throughout  the  West. 

In  1851  the  exports  of  wheat  and  flour,  by  lake,  were  equivalent  to 
no  less  than  12,193,202  bushels  of  wheat ;  and  the  cost  of  freight  and 
shipping  charges  on  this  amount  of  produce  falls  little,  if  any,  short  of 
$510,000 ;  nearly  the  whole  amount  having  reached  the  lakes  via  the 
canals  and  railways  of  Ohio. 

Similar  sketches  of  the  other  northwestern  States,  during  their  rise 
and  advancement  to  their  present  condition  of  prosperity,  and  influence 
on  the  confederation,  might  be  adduced  in  this  place,  all  equally  flat- 


i;     ; 


:  U 


52 


ANDREWS      nEPORT    0\ 


tering  to  the  energy  and  enterprise  of  the  western  people,  and  to  the 
influence  of  internal  improvement  on  commerce  ;  but  this  narrative  of 
the  eldest  State  of  the  group  will  suffice  to  illustrate  the  subject,  and 
give  some  idea  of  the  unexampled  progress  of  the  whole. 

Westward  of  Ohio,  the  Walxish  canal  brings  the  vast  productions  of 
Indiana  to  the  lakes,  passing  through  a  small  portion  of  Ohio,  from  the 
port  of  Toledo  to  the  junction,  tiience  to  Evansville,  on  the  Ohio  river, 
and  traversing  the  entire  length  of  the  Wabash  valley,  one  of  the  finest 
wheat  and  corn  cf)untries  in  all  the  West.  This  canal  is  four  hundred 
and  sixty-lour  miles  in  length,  and  is  one  of  the  most  important  of  re- 
cent improvements. 

It  is  worthy  of  note  hero  that,  in  addition  to  its  vast  commercial 
business  by  the  great  lakes,  Ohio,  and  more  particularly  its  commercial 
capital,  Cincinnati,  the  largest,  wealthiest,  and  finest  city  of  the  West, 
and  the  great  emporium  of  that  region,  has  an  immense  commerce, 
both  in  exports  and  imports,  by  the  rivers  Ohio  and  Mississippi;  and 
it  appears 'that  a  laiger  portion  o("  groceries  are  imported  lor  the  use  of 
the  interior,  into  Cincinnati,  by  the  river,  than  to  the  lake-board,  via 
the  lakes;  and  farther,  that  while  a  much  larger  portion  of  the  trade 
in  cereal  produce  goes  by  the  lakes,  a  majority  of  the  live  sto(;k  and 
animal  provisions  is  sent  by  the  rivers  or  otherwise.  No  ill  efleet  is 
produced,  however,  on  either  commercial  route,  by  this  competition,  but 
rather  the  reveri^e,  there  being  times  when  either  route  .'done  is  closed 
to  navigation — the  lakes  during  the  winter  by  the  ice,  and  the  Ohio  by 
the  failure  of  its  waters  during  the  summer  droughts.  There  is,  more- 
over, commerce  enough  amply  to  sustain  both  channels  ;  and  while  the 
State,  its  beautiful  capital  in  particular,  is  a  great  gainer,  no  port  or 
place  of  business  is  a  loser  by  this  two-told  avenue  and  outlet  lor  com- 
mercial transportation. 

The  southern  Michigan  and  northern  Indiana  railway  terminates  both 
at  Toledo,  Ohio,  and  at  Monroe,  Michigan,  on  the  hdces,  and  runs  west- 
ward, through  the  southern  counties  of  Michigan  and  the  northerly  coun- 
ties of  Indiana,  to  Chicago,  at  the  head  of  Lake  Michigan,  on  the  east- 
ern border  of  Illinois.  This  road  passes  through  some  of  the  most 
fertile  portions  >m  these  States,  and,  being  recently  completed  through 
its  entire  length,  may  be  confidently  looked  to  as  sure  to  add  greatly  to 
the  commerce  of  the  lakes  at  its  termini. 

Farther  to  the  northward,  on  the  Detroit  river,  the  central  Michigan 
railway  communicates  across  the  peninsula,  from  the  city  of  Detroit, 
with  new  Buffalo  and  the  lake ;  and,  having  been  open  some  years, 
has  done  more  to  develop  the  matchless  resources  of  this  State,  and  to 
urge  it  forward  to  its  present  commanding  position,  than  any  one  other 
route.  Cities,  villages,  and  large  flouring  mills  are  springing  into  ex- 
istence everywhere  along  the  line  of  this  road,  depending  upon  it  as  the 
avenue  of  their  business  to  the  lakes. 

The  Pontiac  railway  and   many  plank  roads  connect  various  other 

fioints  of  the  interior,  and  are  vastly  beneficial  to  the  commerce  of  the 
akes. 

Following  the  line  of  the  lakes  westward.  Lake  Huron  may  be 
passed  over,  as  presenting  no  internal  improvements  worthy  of  note. 
One  of  the  principal  of  those  which  are  already  projected  is  the  exlen- 


COLONIAL   AND   LAKE    TRADE. 


63 


sion  of  the  Pontiac  rnilrond  to  Saginaw,  touching  at  a  point  on  tlie  St. 
Clair  river,  opposite  to  Sarnia,  Canada  West,  where  it  is  destined  to  com- 
municate witli  a  branch  of  the  great  western  railway  from  Hamilton, 
on  Lake  Ontario,  to  Lake  Huron.  Another  road  is  also  projected  in 
Canada,  from  Toronto,  across  the  peninsula,  by  Lake  Simcoe,  to  Pene- 
tanguishine,  on  the  great  Georgian  bay,  which  will  shorten  the  route  to 
the  Sault  Stc.  Marie  by  many  hundred  miles,  and,  should  the  much 
demanded  and  long  proposed  ship  canal  around  the  Sault  be  now  at 
last  effected,  will  tend  more  largely  than  any  other  improvement  to 
develop  and  bring  to  a  market  the  incalculable  mineral  resources  of 
Lake  Superior. 

Southward  of  Lake  Superior,  and  bordering  on  the  western  shore 
of  Lake  Michigan,  lies  the  upper  or  northern  peninsula  of  Michigan, 
and  the  northern  portion  of  Wisconsin,  little  known  as  yet,  except  to 
lumber-men,  trappers,  traders,  and  voyageurs,  and  naturally  hitherto  the 
theatre  of  no  internal  improvements  tributary  to  the  commerce  of  the 
lakes. 

Passing  southward,  however,  to  Green  bay,  and  its  sources  in  the 
interior  of  Wisconsin,  there  are  lately  completed  some  improvements 
in  the  internal  navigation  of  that  State,  which  are,  perhaps,  of  more 
imj)ortance  to  the  luture  growth  of  the  lake  commerce  than  any  yet 
perfected  in  any  part  of  the  State.  These  are  the  works  on  the  Fox 
river,  and  the  canal  connecting  the  waters  of  that  stream  with  the  Wis- 
consin, which  opens  the  steam  navigation  of  the  lakes  to  river  craft,  and 
vice  vcrsd,  although  it  is  scarcely  probable  that  the  same  vessels  which 
navigate  the  lakes  will  pass  through  the  rivers.  This,  in  fact,  is  by  no 
means  necessary  to  the  success  of  the  project,  the  importance  of  which 
is  found  in  the  fact,  that  by  it  the  steam  route  from  the  Atlantic  to  the 
upper  valley  of  the  Mississippi  is  incredibly  shortened ;  and  thereby 
the  whole  trade,  s[)ringing  into  (jxistence  throughout  that  vast  upper 
country,  is,  in  a  great  degree,  rendered  tributary  to  the  lakes. 

The  junction  of  the  Wisconsin  and  Mississippi  rivers  is,  in  fact,  by 
this  njule  brought  nearer  to  the  lak(\s  than  to  St.  Louis  ;  and  the  trans- 
portation of  goods  being  by  an  uninterrupted  line  of  steamboat  navi- 
gation throughout  the  whole  chain  of  lakes  and  across  the  State  of 
Wisconsin,  the  trade  \o  be  one  day  transacted  by  this  route  will  be 
enormous. 

The  richness  of  the  soil  of  Wisconsin  in  the  valleys  of  the  rivers,  and 
on  the  borders  of  the  Lake  Winnebago,  is  rarely  surpassed  or  equalled, 
and  towns  containing  from  one  to  three  thousand  inhabitants  are  every- 
where springing  into  existence  lluough  her  territories,  which  are  proba- 
bly destined  lo  become,  in  a  few  years,  great  commercial  cities. 

Southward  ot' this  route  there  are  no  very  important  channels  of  com- 
munication tributary  to  the  lakes  until  we  reac-li  Chicago,  where  Lake 
Michigan  is  connected  with  the  Illinois  river  by  a  canal  of  100  miles 
in  length,  opening  to  that  lake  the  vast  wealth  and  traltic  of  the  riehest 
corn  valley  in  the  known  world. 

Railroads  are  also  projected  from  Mllwaukie,  one  of  which  is  com- 
pleted some  forty  miles  to  the  westward,  which  is  destined  to  extend  to 
the  Mississippi.     There  are  also  plank  roads  from  many  points,  more 
seful  as  avenues  of  commerce  to  the  lakes  ;  at  present,  h.w- 


or  le 


ss  usei 


!•     ■ 


:        f 


m 


.1. 


i 


54 


ANDREWS      REPORT    ON 


.1        ! 


ever,  the  only  eommunication  between  the  northern  and  soutliern  routes 
is  by  the  lUinois  and  Miehigan  canal.  This  was  originally  intended  to 
be  a  ship  canal,  cotniecting  Chicago  with  INtu,  on  the  Illinois  river, 
but  was  only  constructed  equal  to  the  admission  of  ordinary  canal  boats, 
which  can,  on  reaching  the  latter  point,  be  towed  by  steam  down  the 
river  to  St.  Louis,  and  return  thence  laden  with  sugar,  hemp,  tobacco, 
flour  or  grain,  and  thence  by  horse  power  to  Chicago. 

Whether  the  original  plan  of  this  canal  will  ever  be  carried  out,  is  at 
best  very  problematical,  since  there  are  obstacles  in  the  periodical  shal- 
lowness ot  the  waters  of  the  Illinois  which  would  frustrate  the  only 
object  of  the  improvement,  to  wil,  ihc  through-navigation  of  the  works 
by  lake  craft. 

This  canal  was  opened  in  May,  1848,  and  the  first  section  of  the 
Chicago  and  Galena  railroad  in  March,  1849.  In  1847,  the  year  pre- 
vious to  the  opening  of  the  canal,  the  real  estate  and  personal  property 
inCookcounty,  of  Nvliich  Chicago  is  the  capital,  was  valued  at  $6,189,385, 
and  the  State  tax  was  $18,1(52.  In  the  year  following,  when  the  canal 
had  been  one  season  in  operation,  ihe  valuation  rose  to  $0,986,000,  and 
the  State  tax  to  $25,848.  In  1851  this  valuation  had  risen  yet  fiirthcr 
to  the  sum  of  $9,4-31,826,  and  the  State  tax  to  $56,937.  In  1840  the 
population  of  Chicago  was  4,479,  and  the  valuation  of  property  not  far 
from  $250,000  ;  while  in  1851  the  p()})ulation  was  about  36,000  and  the 
assessed  valuation  of  real  and  personal  property  was  $8,562,717.  In 
1847  the  population,  according  to  the  city  census,  was  16,859  ;  in  1848 
it  was  20,023  ;  in  1849,  23,047  ;  and  in  1850,  according  to  the  United 
States  census,  29,963:  having  increased  twice  more  rapidly  than  betore, 
since  the  completion  of  the  canal.  The  population  of  Chicago  at  this 
time — August,  1852 — is  nearly,  if  not  (piite,  40,000. 

In  regard  to  this  train  of  argument,  and  to  this  view  of  the  cHect  of 
internal  imj)rovements  on  the  growth  of  the  West,  and  on  the  commer- 
cial condition  of  that  jwrtion  of  the  country,  it  will  be  well  to  t()llow  up 
the  sam(^  train  of  examination  in  relation  to  the  growth  of  certain,  points 
to  the  east  of  the  great  lakes,  such  as  Buffido,  New  York,  Oswego,  Bos- 
ton, and  other  cities  directly  affected  by  the  same  commerce,  through 
the  internal  channels  of  communication  in  New  York  and  Massachu- 
setts. 

In  1800,  the  city  of  Nevy  York,  with  its  suburbs,  had  a  population 


of. 63,000— in  1850,  of, 


Boston 38,000 

Philadelphia  city  and  co.  73,000 

Cincinnati 750 

Buffalo 

Oswego 

Albany .5,349 

Chicago 

St.  Louis 2,000 


700,000 

212,000 

450,000 

115,436 

42,260 

12,205 

50,763 

29,963 

77,860 


Hence  it  ap[)cars,  that  between  the  years  1800  and  1850  the  popula- 
tion of  New  York  and  its  suburbs  doubled  itself  once  in  every  10  years; 
Boston,  once  in  every  25J ;  Philadelphia,  in  every  20;  Cincinnati,  in 
every  6J ;  Albany,  in  every  15 ;  St.  Louis,  in  every  9^  years. 

This  covers  a  term  of  half. a  century;  but  from  1810  to  1850,  a 


m 
in 


COLONIAL    AND    LAKE    TRADE. 


66 


period  of  tbrty  years,  tlic  pnnulntioii  of  Now  York  doubled  itself  f)nee 
in  every  15  ycirs;  Philadelpliin,  in  18^;  Boston,  in  18J ;  Albany, 
in  16;  Cincinnati,  in  7  ;  St.  Jjouis,  in  !M;  Buffiilo,  in  8^  ;  and  Detroit, 
in  8i. 

From  1820  to  1850,  a  period  of  tliirty  years,  the  population  of  New 
York  doubled  once  in  13  years  ;  I'liiladelpliia,  in  16 ;  Boston,  15 ;  Al- 
bany, 15^  ;  Cincinnati,  7J  ;  St.  Louis,  7  ;  Buffalo,  6^  ;  Detroit,  8. 

From  1830  to  1850,  a  period  of  twenty  years — the  term  of  duplica- 
tion— this  being  the  first  census  taken  alter  the  opening  of  the  Erie 
canal,  but  belbre  its  influence  had  been  much  felt  on  the  seaboard, 
owing  to  the  non-completion  of  tbc  Ohio  and  lateral  canals — was,  in 
New  York,  15  years;  Philadelphia,  17^ ;  Boston,  20;  Albany,  20; 
Cincinnati,  8^;  St.  Louis,  5^  ;  Buffalo,  8^  ;  Detroit,  6;  Cleveland,  5; 
and  Sandusky  5.  And  from  1840  to  1850 — a  period  of  ten  years,  du- 
ring which  nearly  llie  whole  western  population  had  become  exporters 
by  mciins  of  the  Ohio,  New  York,  and  Philadelphia  canals,  and  the 
various  lin-^s  of  railway — the  efli-cl  of  these  influences  on  the  period  of 
duplication  in  tiie  citi(  s  f)f  Boslon,  Philadelphia,  and  New  York,  has 
been  truly  astonishing;  but  the  same  inlluence,  reacting  and  reflected 
from  the  East  upon  the  western  cities,  is  yet  more  wonderful. 

According  to  the  rati(j  ol'  their  iner(;ase  during  these  ten  years,  New 
York  would  doubh;  her  population  in  12  years;  Boston,  in  12;  Phila- 
delphia, in  12il  ;  Baltimore,  in  13A  ;  Albany,  in  16^;  Cincinnati,  in  6; 
St.  Louis,  in  4;  Bulflilo,  in  8^  ;  Detroit,  in  9;  Cleveland,  6^  ;  San- 
dusky, 5A;  Chicago,  4  ;  Milwaukie,  3;^  ;  'J'oledo,  6;  Oswego,  8. 

Hen(!e  it  appears,  that  every  new  improvement  is  bound  by  inevit- 
able laws  to  j)ay  its  tribute  to  some  great  channel  of  internal  com- 
merce. The  (;xistence  of  such  a  channel  has  indirectly  created  the 
necessity  for  the  im[)rovement ;  and  the  sanu-  law  which  called  it  into 
existence  as  necessarily  rcciuircs  it,  by  a  reactionary  impulse,  to  indem- 
nify its  creator. 

Before  the  present  century  shall  have  passed  away,  the  United  States 
will  undoubtedly  y)rescnl  to  the  world  a  spectacle  uiie(iualled  in  past 
history.  More  than  fifty  millions  of  re[)ublican  Ireemen,  all  eciual  citi- 
zens of  a  contiHleracy  of  independent  Slates,  united  by  congenial 
sympathies  and  hopes;  by  a  devotion  to  the  principles  of  political  and 
religious  freedom,  and  of  sell-gov(>nnnent ;  bound  together  by  a  com- 
mon language  and  harmcmious  laws,  and  by  !i  sacred  compact  of  union, 
will  also  be  firmly  cemented  with  one  another  by  indissoluble  bonds 
of  mutual  dependence  and  common  interests.  The  remote  sections  of 
the  confederacy  will  be  made  near  neighbors  by  means  of  canals. 
Railroads  will  chain  all  the  several  parts  each  to  eacb ;  tlie  whole 
people  from  the  Pacific  to  the  North  Atlantic  ocean,  from  the  great 
lakes  to  the  Gulf  of  Mexico,  cultivating  the  arts  of  peace  and  science, 
and  incited  by  a  genuine  rivalry  for  the  accomplishment  of  the  real 
mission  of  the  American  pi'ople. 


I 


l! 


!«! 


I''     I 


56  Andrews'  report  on 


THE    LAKE    DISTRICTS, 

WITM    A    IIRnCRIPTlOV    01'    KA(  11  : 

STATI8TICAL  STATKMKNTS  OF  THE  CANADIAN   AND  DOMKSTIC  TIIADK, 

AND  A  GENKRAL  HIJMMAIIY. 

No.  1. — District  of  Vermont. 

Port  of  entry,  Burlinp;t()n;  l.-ititudo  44°  27',  lon^ntudc,  73°  .10';  popu- 
lation in  1830',  3,52.0;  in  1840,  4,271 ;  in  IS.'jO,  (J,!  10. 

'IMiis,  wiiicli  is  the  cjistcrtiniost  of  nil  the  lake  districts,  compriscvs  tlio 
wholf!  eastern  shore  of  I^iike  Chmnpliiin,  from  its  southern  extrcnnity  uL 
Whitehall  to  its  northern  t(>rniinalion,  exe«'ptin,u;only  a  tew  miles  at  the 
head  of  Missisquoi  bay,  which  lidl  within  the  ('anachan  lin(> ;  and  em- 
braces idl  those  portions  of  the  State  of  N'ermotit  which  are  subject  to 
custom-house  regulations. 

Lake  (Ihamplain  is  about  one;  hundred  and  five  miles  in  length,  and 
varies  in  breadth  from  one  to  fifteen  miles;  it  contains  sevi-ral  islands, 
principally  toward  tlit;  upper  <'nd,  of  which  the  largest  are  North  and 
South  Hero,  and  La  Motfe  island  ;  and,  in  addition  to  all  the  waters  of 
Lake  (leorge,  its  principal  tilHuent,  the  outlet  of  which  enters  it  at  Ti- 
conderoga,  Receives  nine  considerable  streams:,  the  Otter  creek,  the 
Onion  rivtir,  the  Lamoile,  and  the  Missistjuoi,  from  Vermont  to  tlit! 
north  and  eastward  ;  the  Chazy,  the  Saranac,  the  Sable,  and  liotiuet 
rivers  on  the  west,  and  Wood  creek  on  the  south,  from  the  Stale  of 
New  York.  It  discharges  its  own  waters  into  the  St.  Lawrence  by  ihe 
Sorel  or  Uichelieu  river,  in  a  northeasterly  course  ;  the  navigati»)n  of 
which  has  been  improved  by  the  works  of  the  C/hambly  (Canadian) 
canal,  so  as  to  afl()rd  an  easy  communication  l(>r  large  vessels  to  the 
St.  Lawrence,  and  thereby  to  th(i  gn>at  lakes.  From  its  southern  <'X- 
tremity  it  is  connected  by  the  (Miamplain  ciuial  with  the  Mt)liawk  river 
and  the  Krie  canal,  at  the  village  of  Waterl()rd,  where  the  united 
works  enter  the  Hudson,  and  thus  li)rin  a.  perfect  i-hain  ol'  iidand  navi- 
gation Iroin  the  lakes  of  the  tiir  northwest  to  the  Atlantic  seaboard. 
The  whole  length  of  the  Chani[)lain  canal,  including  al)out  scvent(M'n 
miles  of  improved  natural  navigation  on  Wood  cr(!ek  and  the  Hudson 
river,  is  about  sixty-t()ur  miles.  It  is  Uirty  leet  wide  on  the  surface, 
twenty-eight  at  the  bottom,  and  f()ur  deci).  The  amount  of  lockage  is 
eighty-tour  feet.  On  account  of  this  ;ntificial  Wur  of  interconununica- 
tion,  Lake  Champhiin  is  included,  not  improperly,  in  the  great  chain 
of  American  lakes;  although,  to  sp(3ak  strictly,  it  is  not  one  of  them, 
having  no  natural  outlet  directly  into  tlu-m,  and  so  liir  from  being  the 
recipient  of  any  of  their  waters,  serving,  like  them,  itself"  as  a  fleder 
to  the  St.  Lawrence. 

The  lake   is  I)ordercd  on  its  eastern  shore  by  lantls  composing  thi 


district,  with  a  coast  line  of  considerably  more  than  a  hundred  miles 
including  its  many  deej),  irregular  bays  and  inlets,  of  great  productive- 
ness and  fl-rlility,  especially  adapted  to  grazing  and  dairy  linnis,  and 
to  the  cultivation  of  the  northern  fruits,     its  western  shores  are,  fi)r  the 


COLONIAL   AND   LAKE    TRADE. 


67 


most  part,  high,  wild,  mid  hiirreii,  soon  rising  into  t)i(*  vast  and  ahiiost 
inacccssihh?  ridges  ot  tlio  Aihroiuhick  mountains,  lying  within  tho 
counties  of  Hamilton,  Herkimer,  and  Esseix,  in  New  York,  a  region 
the  wil{l(,'.st  and  mosi  rugg(;(l,  the  least  adapted  to  cultivation  or  the 
residence  of  man,  of  any  to  the  eastward  of  the  great  American  desert; 
and  still  the  liaimt  of  the  deer,  the  moose,  tlu;  cariboo,  the  otter,  and 
the  hciiver,  th(  wolf,  the  panther,  and  the  loup-eervier,  which  still 
nliound  in  this  liistness  of  rock,  river,  lake,  and  lorest,  almost  within 
sound  of  great  and  populous  cities. 

liy  its  means  of  communication  with  the  St.  Lawrence,  and  its  out- 
let to  the  Hudson,  this  lake  has  become  the  chainiel  ola  large  and  irn- 
|iortant  trad<!  with  (Canada,  especially  in  lumber,  employing  nearly 
two  hundred  thousand  tiMis  of  (;raft  and  shipi)ing,  counting  the  aggre- 
gate fit' entries  and  clearances,  and  giving  occupation,  to  speak  in  •  muI 
numbers,  to  twelve?  thousand  men. 

The  opening  of  the  ()gdi;nsburg  and  Vermont  railroads,  connecting 
New  York  and  Hoslon  more  directly  with  the  lakes,  has,  it  is  j)i-obable, 
in  some  degree  allix'ted  this  trade;  at  U-ast,  tli<  returns  of  1851  exhibit 
u  liUling  oil'  in  the  ('anadian  tradi;  of  Lake  (Jliamplain.  It  does  not, 
however,  appear  that  the  opening  of  new  chaiaiels  J)I"  trade  is  wont 
usually  to  allect  the  interests  of  those  ahc-ady  exi.>ting,  but,  on  the  con- 
trary, l)v  increasing  facilities  and  consequenlly  augmei.iiiig  diTi  ids, 
adds  to  the  liveliness  and  vigor  of  business,  and  is  ullim:itely  ben  Tcial 
to  all.  Hence,  there  appears  no  just  ciust!  IJ)r  iipprehending  \:i\  per- 
manent decrease  or  deterioration  of  the  ship[>ing  inter  st-!,  connectetl 
with  L;\]\v.  (Jhainplain. 

Burlington,  the  port  ol"  entry  of  this  (hstricl,  is  the  largest  town  in 
the  Suite  of  Vermont,  containing  about  ten  thousand  inliabitants.  It  is 
beautitully  situated  on  a  long,  rey[ular  slo|)e  of  the  eastern  shore,  as- 
cending gradually  from  the  head  of  Ihirlington  bay,  on  the  southern  side 
of  the  debouchure  of  the  Onion  river  into  the  lake,  and  is  the  capital  of 
Chittenden  county,  and  by  liu"  the  most  considerable  commercial  place 
of  the  State.  It  has,  i^oreover,  a  fine  agricultural  back  country,  of 
wljich  it  is  the  mart  and  outlet.  lUirlington  is  distant  from  New  York, 
by  railway,  about  three  hundred  miles;  from  IJoslon  two  hundred  and 
thirty-live;  and  from  Montreal  one  hundred.  By  its  possession  of*  a 
ccntrid  position,  with  the  advantages  of  both  land  itnd  water  steam 
facilities,  alike  l()r  travel  and  transport;.! i.-:-  to  the  grand  cmporia  of 
Canada,  New  England,  and  New  York,  u  '•>■■.  making  rapid  advances 
in  Wealth  and  j)opulation;  anil  now,  with  railroad  communications 
open  on  either  side  of  the  lake,  can  scaix'ely  fail  to  improve  and  in- 
crease, in  a  ratio  conuneusurate  witii  that  of  the  improvements  in  its 
vicinity. 

The  oidy  method,  within  our  reach,  ot  arriving  at  the  aggregate 
amount  of  the  lake  commerce  and  tralHe,  is  by  taking  the  accounts  ot' 
the  eiinal  olfice  at  Whitehall,  which  exhibit  the  amount  and  value  of 
merchandise  delivered  at  the  lake,  and  the  (juantity  and  value  ol"  pro 
duce  received  from  the  lake;  and  then  by  estimating  the  coasting  trade 
of  tht<  lake  above  Whitehall,  which  does  not  reach  the  canal.  By 
deducting  from  the  aggregates  of  thesi',  the  Canadian  trade  of  the  dis- 
tricts of  Vermont  and  Champlaiu,  we  arrive  at  the  gross  amount  of  the 


I  I 


!  :'. 


t( 


1^1     ■ 


58 


ANDREWS      REPORT    ON 


aggregate  coasting  trade  of  the  whole  lake,  as  comprising  both  the  col- 
lection districts ;  but  owing  to  this  compulsory  mode  of  procedure,  no 
definite  understanding  of  the  proportion  of  commerce  attaching  to  each 
separately,  of  the  two  districts,  can  be  reached. 

The  amount  of  assorted  merchandise  delivered  into  Lake  Champlain 
in  1851  was  ]  25,000  tons,  at  $1  75  per  ton. 

Average  valuation  as  on  Erie  canal , $21,875,000 

Amount  of  produce  received  from  the  lake 3,515,895 

Add  i()r  coasting  above  the  canal 1,000,000 


Total  commerce  of  the  lake 26,390,895 


The  Canadian  trade  of  Vermont  district,   lor  the  years  1850  and 
1851,  was  as  ioUows : 


Exports  of  domestic  produce. . . 
"        Ibreirm  merchandise. 


1850. 
$051,677 
294,182 


Total   exports 945,859 

Total  imports 607,466 

Total 1,552,325 

Subtract  total  of  1851 1,033,989 


1851. 

$458,006 
309,566 

767,572 
266,417 

1,033,989 


Decrease  of  1851. 


519,336 


1850, 


The  tonnage  in  the  Canadian  trade  for  the  two  years  was  as  follows 

No.        Tons. 

695    91,961 
731  105,359 


1851 788    94,235  695    91,967 

818  m,813 


Decrease  in  1851 30     28,578 


36     13,390 


The  aggregate  shipping  of  Lake  Champlain,  both  foreign  and  coast- 
wise, is  represented  to  have  numbered  3,950  enfrances,  measuring 
197,500  tons,  and  employing  11,850  men,  with  a  corresponding  num- 
ber of  clearances  of  the  same  measurement  and  crews. 

The  enrolled  tonnage  of  this  district  in  June,  in  1851,  was  3,240  tons 
of  steam,  and  692  tons  of  sail. 


Tonnage. 


Tons. 


Inward. — American 166  steam.     56,421 

338  sail.         17,490 


504 


73,911 


COLONIAL    AND   LAKE    TRADE.  59 

Tons. 

British 122  steam.      9,566 

162  sail.         10,758 

284  20.324 

Outward. — American 147  steam.    58,024 

318  sail.        17,020 

^565  75,044 

British 119  steam.       9,321 

111  sail.  7,602 

230  16,923 

Value  of  produce  imported  from  Canada  in  bond $311,512 

Value  of  imports  from  Caniida 251,211 

Value  of  goods  of  domestic  produce  and  manufacture  ex- 
ported to  Canada 458,006 

Value  of  foreign  goods 108,712 

Value  of  goods  of  foreign  produce  and   nianulaclure  (.ex- 
ported to  Canada  in  bond 200,854 

Value  of  property  cleared  at  Whiiehall  tor  the  South 3,515,895 

No.  2. — District  op  Champlain. 

Port  of  entry,  riattsburgh;  latitude  44^^  42',  longitude  73°  26';  popu- 
lation in  1830,  4,913 ;  in  1840,  6,416  ;  in  1850,  5,618. 

This  district,  which  is  situate  on  the  western  side  of  Lake  Cham- 
plain,  over  against  that  last  described,  including  the  peninsula  at  th(! 
lower  end  ])etween  the  waters  of  tiiat  lake  and  lake  George,  with  the 
thriving  town  ol' Whitehall  and  the  outlet  by  the  Chiunplain  canal,  has 
a  coast-line  of  ecjual  extent,  though  less  indented  by  bays,  than  tiic 
opposite  district  of  Vermont. 

It  has  two  principal  harbors — Whitehall,  situate  on  both  sides  of 
Wood  creek,  at  its  enlrance  into  the  lake,  in  a  beautiful  and  romantic 
site,  with  considerable  water  power,  through  which  passes  the  very 
great  majority  of  the  whole  export  and  import  trade  lor  Canada,  and 
which  is  a  singidarly  flourishing  and  improving  village ;  and  Platts- 
burgli,  near  to  the  upper  extremity  of  the  lake,  lit  the  head  of  a  fine 
and  spacious  bay  at  tne  debouchure  of  the  Saranac  river,  by  which  it 
is  connected  with  the  mineral  and  lumbering  regions  of  the  interior,  and 
with  the  recesses  of  the  Adirondack  chain.  The  village  is  well  laid 
out,  and  contains  the  United  States  barracks,  and  several  prosperous 
manutiictories  on  tlie  river.  This  district  has  httle  or  no  back  country, 
the  mountains  rising  abrupt  and  precipitous  from  the  very  verge  of  the 
lake  in  many  places,  and  leaving  a  narrow  strip  of  shore  only,  with  a 
few  villages  scattered  along  th(^  road  to  Plattsburgh,  beyond  which  all 
is  howling  wilderness  as  far  as  to  the  valley  of  the  Black  river.    Little 

*Tlie  Canadian  trade  of  tliis  district,  principally,  in  in  American  vessels. 


i        f;;  i 


m 

m 


I 


la 


W  ANDREWS'    REPORT   ON 

dependence  can,  therefore,  be  placed  on  these  regions  for  agricultural 
produce,  although  their  forest  and  mineral  wealth  compensates,  in  some 
measure,  for  the  sterility  and  ruggedness  of  their  soil. 

Plattsburgh  is  the  port  of  entry  of  this  district,  although  Whitehall  is 
the  larger  commercial  depot.  The  only  railroad  which  toucnes  it 
is  that  of  Ogdensburg,  crossing  Missisquoi  bay  and  the  narrows  of 
the  lake  at  Rouse's  Point,  and  opening,  at  the  town  of  Ogdensburg,  a 
perfect  inland  intercommunication  between  the  great  lakes  and  the 
Atlantic  ocean  at  Boston.  It  is  on  the  water  communications,  there- 
fore, afforded  by  the  lake,  that  the  population  of  this  district  for  the 
most  part  rely  lor  the  prosecution  of  their  commercial  enterprises  and 
the  transportation  of  their  produce. 

There  are  five  daily  steamers  running  during  the  season  from  White- 
hall, touching  at  Burlington  and  Plattsburgh,  lor  St.  John,  Canada 
East,  and  for  St.  Alban's,  Vermont. 

Tlie  Canadian  trade  of  this  district  during  the  years  1850  and  ]851 
was  as  follows: 

18r.O.  1851. 

Exports  of  domestic  produce $322,378    $375,549 

foreign  merchandise 316,843      373,453 

Total  exports 639,221       749,002 

Total  imports 435,383      294,484 


Total  commerce. 


1,074,604   1,043,286 
1,043,286  = 


Decrease  in  1851 


31,318 


Years. 

1851. 
1850. 


Difference. . 


No. 

598 

788 

190 


Tons  entered. 

123,229 
120,294 

2,935 


No. 

598 
754 

156 


Tons  cleared. 

123,229 
116,931 

6,298 


The  decrease  of  the  year  1851,  it  will  be  observed,  aflectsthe  num- 
ber of  entries  and  clearances  only,  the  compmative  tonnage  being  an 
increa.se  on  the  preceeding  twelve  months. 

The  tonnage  enrolled  in  thi.s  district,  June  30,  1851,  was — steam, 
917  tons  ;  sail,  3,291  tons. 

Canadian  trade. 

Imports  in  American  vessels $1,019,039 

Exports  in  American  vessels , 24,246 

Tonnuirc. 

o 
Inward.  Tons.  Outward.  Tons. 

Americiin,  steam 90,436     American,  steam 90,436 

sailing 8,139  .saihng 8,135 


Total. . 


98,571 


98,571 


Itural 
some 

all  is 
les  it 

vs  of 


liere- 
the 
and 


851 


COLONIAL   AND   LAKE    TRADE.  61 

Inward.  Tons.  Outward.  Tons. 

British,  steam 3,899     British,  steam 3,899 

sailing 20,759  sailing 20,7.j9 

24,658  24,658 

Duty  collected  on  imports  in  American  vessels $46,639 

Do.  do.  British  vessels 5,210 

Total  duty 51,849 

Imported  from  Canada  in  American  vessels $228,241 

Do.  do.  British  vessels 24,246 

252,487 

Amount  imported  in  bond 27,994 

Amount  of  free  goods 13,802 

Total 294,283 

Value  of  donjestic  goods  exported $375,549 

Foreign  goods  exported $267,587 

Foreign  goods  entitled  to  drawback 105,^56^) 

373,453 


No.  3. — District  of  Oswegatchie. 


Port  (if  entry,  Ogdensburg;  latitude  44"^  41';  longitude  75'^  32' ; 
population  in  1830,  not  defined ;  in  1840,  2,526 ;  in  1850,  7,756. 

This  district  extends  along  the  southern  shore  of  the  St.  Lawrence, 
firom  the  point  where  tlu;  boimdary  line  of  New  York  and  Canada 
strike.^  tlu;  great  river — 43°,  73*^  20' — to  Alexandria,  nearly  opposite  to 
Ganano(|ue,  on  the  Canada  side,  and  tlie  thousand  isles  of  the  St.  Law- 
rence. The  extent  of  this  coast  line  is  about  eighty  miles,  trending  in 
a  southwesterly  direction  ;  it  includes  the  considerable  commercial 
depot  and  improving  townof  Ogdensburgh,  besides  the  smaller  ports  of 
Massena,  Louisville,  Waddington,  Morristown,  and  Hammond,  and  it 
has  become  the  liieatre  of  a  very  large  and  increasing  trade  with  Can- 
ada, and  coastwise,  particularly  since  the  opening  of  the  Ogdensburg 
railroad. 

This  important  line  was  opened  from  Ogdensburg  to  Rouse's  Point, 
where  it  combines  with  the  eastern  and  soutiieastern  routes,  in  the  au- 
tumn of"  1850  ;  and  from  this  point  passengers  and  freight  crossing 
Lake  Champlain  have  ea.sy  expedition,  either  to  the  New  England 
States  by  railroad,  or  to  New  York,  via  Lake  Champlain  and  the  Hud- 
son river,  or  by  the  new  lines  of  railroad  down  the  valley  of  the  latter 
great  thoroughfare.  There  being  no  line  of  transportation  whatever 
through  this  district  fiom  the  Canadas,  except  the  above-inentioned 
road,  and  previous  to  the  opening  of  that  way  none  of  any  kind — the 


h  m 


-.1     .'.■  1 1  3 


m^„jj/gSi 


02 


ANDREWS'    REPORT    ON 


district  itself  being,  moreover,  a  mere  strip  of  ten  miles'  width  between 
the  river  shore  and  the  Adirondack  highlands — the  effect  of  this  road 
has  been  very  great  on  the  general  commercial  prosperity,  and 
particularly  on  that  of  Ogdensburg,  which  monopolizes  the  Canadian 
transportation  business,  for  the  other  ports  mentioned  are  merely  river 
harbors,  doing  a  small  coasting  business,  and  driving  some  small  traffic 
with  their  neighbors  across  the  water.  In  consequence  of  these  advan- 
tages large  quantities  of  freight  find  their  way  into  this  port  from  all 
parts  of  the  upper  lakes  and  of  Canada,  for  transmission  to  various 
marts  on  the  Atlantic  seaboard ;  and  large  amounts  of  merchandise, 
both  Ibreign  and  domestic,  pre  thence  distributed  through  the  difierent 
lake  ports,  both  of  Canada,  and  the  United  States,  from  New  York  and 
Boston. 

The  following  statistics  w' li  show  the  comparative  coasting  trade  of 
Ogdensburg  in  some  of  thj  principal  articles  during  the  past  five  years, 
the  results  ibr  1849  being  made  up  only  to  the  1st  of  October  of  that 
vear. 

Imports  coastwise. 


I 


Articles. 


Flour barrels. 

Whiskey do.. . 

Pork do. . , 

Beef do.. . 

Sugar '.  ".gsheads. 

Pig  iron tons. . 

Coal do.. . 

Wheat bushels. 

Corn do.. . 

Salt barrels. 

Tea chests. 

CoiTcc tons , . 

Tobacco boxes. 

Sundry  incrchandise,value 


1847. 


5,000 
1,217 
3,000 


325 

300 

3,000 

15,000 

3,000 

10,000 

10,000 

320 

2,000 

$2,306,200 


1848. 


4,500 
1,157 
2,500 


1 


375 
350 
3,054 
25,000 
4.000 
15,000 
15,000 
320 
2,000 
$2,482,925 


1849. 


3,800 

865 

1,800 


300 

275 

2,500 

18,000 

3,500 

10,000 

10,000 

320 

1,200 

$2,106,450 


1850. 


158,600 

452 

2,612 

2,758 

37 

300 

490 

149,310 

31,934 

10,369 

78 

Included  in  m 

15 

$1,612,668 


1851. 


375,000 

1,291 

2,887 

6,034 

43 

100 

371 

377,725 

82,458 

14,287 

44 

erchandise. 

37 

$426,927 


The  above  statistics  clearly  demonstrate  that  the  opening  of  the  rail- 
way lifts  created  a  complete  revolution  in  the  trade  of  Ogdensburg,  :i 
large  demand  having  suddenly  sprung  up  lor  coastwise  imports  of  pro- 
duce, to  be  exported  seaward  by  railroad,  while  the  call  for  foreign 
merchandise,  formerly  imported  coastwise  for  home  consumption,  has 
been  entirely  superseded,  goods  of  that  description  being  now  largely 
introduced  by  railway  from  the  seaboard,  for  distribution  through  Can- 
ada and  all  the  lake  regions. 

B}"-  this  change,  the  mercantile  prosperity  and  activity  of  this  town 
and  district  has,  it  will  appear,  been  increased  fifty-fold,  and  the  trade 
matured  from  a  mere  home-consumption  business  to  an  immense  for- 
warding, f()reign  importing,  and  domestic  exporting  traffic ;  nor,  in  view 
of  the  incalculable  hourly  increase  of  western  product iveness  and  con- 
sumption, can  any  one  pretend  to  assign  any  limits  to  the  future 
improvement  of  this  branch  of  commerce. 


l^MMt^ 


."»■-  /■'-.: ^(irj^r.  l" 


ween 
road 
and 

adian 


COLONIAL   AND    LAKE    TRADE. 


63 


The  coastwise  exports  during  the  same  period,  of  a  few  leading 
articles,  were  as  follows  : 


The  estimated  value  of  the  imports  and  exports  for  the  years  nbove 
named,  is  as  follows  : 


1847. 

1848. 

1849. 

1850. 

1851. 

Coastwise  imports 

Constwiso  exports 

Foreifii  imports 

$2,804,150 
389,325 

#2,988,015 

341,933 

49,831 

81,844 

#2,482,695 

311,084 

48,395 

32,685 

#2,463,648 
359,933 
205,815 

#2,424,145 

918,687 
214,520 
618,648 

Foreign  exports.  •••••• 

Total  commerce.. . 

3,193,475 

3,461,623 

2,874,859 

3,029,396 

4,175,900 

The  report  of  inwarti  and  outward  bound  vessels  is  as  below,  for 
the  last  two  years  : 


Years. 
Inciease 

Number  of 
entries. 

Tons. 

1' 
Men. 

1 

Number  of. 
clear.inces.  j 

Tons. 

Men. 

1851. 
1850. 

1.002 
669 

.351,427 

242,780  , 

19,  .538 
12,464 

973  ; 
655 

359,287 
242,931 

19,341 
12,218 

333 

108,647  ; 

7,074 

318 

116,356 

7,123 

From  the  above  figuios  it  will  be  readily  perceived,  independent  of" 
the  general  increase  of  commerce  in  the  district  consecjucnt  on  the  open- 
ing of  tlie  railroads,  that  tiie  returns  for  tiie  years  previous  to  1850  are 
in  round  numl)ers,  and  are  probably  very  far  from  accurate,  whilst  those 
tor  1850  and  1851  are  in  detail,  and  the  merchandise  is  valued  at  a  very 
low  rate;  so  much  so,  that  if  the  valuation  of  assorted  merchandise 
were  made  according  to  the  rates  adopted  in  othc^r  districts,  it  would 
raise  the  gross  amount  to  a  sum  higher,  l)y  at  least  a  million  of"  dollars, 
•than  tliat  exhibited  above. 

The   tonnage  enrolled  and  licensed  in  the  district  is  1,985  tons  of 


■1:  :!#"* 


i<s 


:?' 


.4 

*1 


\  1,11 


it  I''" 


64 


ANDREWS      REPORT    ON 


: 


; 


•1; 


steam,  576  V'isof  sail — employing  125  men.     The  original  cost  of 
the  above  tonnage  was  $208,300. 

Abstract  of  the  number  of  vesstu^,  tonnage,  and  men  employed  upon  the  same, 
which  entered  and,  cleared  fiom  the  poi't  of  Ogdenshirg,  district  of  Os- 
U)egatchie,  N<'w  York,  distinguishing  American  from  British,  during  the 
years  1850  and  1851. 


INWARD. 

OUTWARD. 

Years. 

AMERICAN.                             URHISH. 

1 

1 

AMERICAN. 

BHlTil) 

No. 

Tons. 

Crew. 

No. 

Tons^. 

Crew. 

No. 

Tons. 

Civnv. 

No.' 

Tons. 

Crew. 

1850  . . 

1851  . . 

414 

598 

179,339 
253,808 

7,941 
11,26G 

2r)5 

404 

(i3,441 
27,019 

4,. ^,33 

.S,272 

413 
583 

lbU,980    7,924  242 
263, 274. 11,226  .3: 'J 

ni.oui 

96,013 

4,294 
8,115 

J.  >".  I.MITER,  Collec...^. 
C>i.leitor's  Oun.K,  District  of  Oswegatciuf,,  N.  Y., 

Ogdensbiiy^,  December  31,  1851. 

('nnadiuu  Trade  in  1851. 

Imports  and  exprin-  m  American  vessels $332,420 

Do  (I .       Briti.-:ili  vessels 500,747 

Exported  Ibrcign  goods  entitled  to  drawback — 

In  American  vessel? $74,367 

In  British  vessels 193,807 


Goods  not  entitled  to  drawback. 


Domestic  produce  and  manufactures — 

In   American  vessels 52,369 

In  British  vessels 199,681 


Total  exports 

Imports  paying  duty — 

In  American  vessels 18,305 

In  British  vessels 63,727 

On  the  sea 9,425 


268,174 

98,424 

366,598 


252,050 
618,648 


Duty  collected. 

3,732 

13,742 

1,893 


91,457 

Produce  imported  in  bond 115,286 

7,775 


19,367 


Free  goods 


Total  imports 214,518 


COLONIAL   AND   LAKE    TRADE. 


No.  4. — District  op  Cape  Vincent. 


C5 


Port  of  (mtry,  Cape  Vincent ;  latiludo  44*^  06',  longitude  700  21'; 
population  in  1830,  not  delined ;  in  1840,  iKJt  defined ;  iii  1850,  3,044. 

This  district,  commencing  at  Alexandria,  on  the  soulhwcstern  horder 
of  Oswegatchie,  extends  ab(  ut  eleven  mih's  southwesterly  up  the  St. 
Lawrence,  to  the  outlet  ofLake  Ontario,  and  Black  river  bay,  on  which 
Sackett's  Harbor  is  siluatetl.  Cape  Vincent,  owing  to  the  sinuosities 
and  irregularities  of  its  shore?,  has  a  coast  line  of  nearly  thirty-eight 
miles,  and  embraces  the  shipping  ports  of  Cape  Vincent,  Clayton,  and 
Alexandria,  whieii  arc  l()r  the  most  part  men;  stopping  places  lin-  the 
lake  steamers  plying  between  IMontreal,  Ogdensburg,  and  the  ports  of 
Lake  Ontario,  wliicli  touch  at  these  landing-places  to  procure  wood, 
vegetables,  milk,  and  other  necessaries.  To  this  fact  is  owing  the  very 
considerable  amount  of  tonnage  entering  and  clearing  tVom  these  little 
ports,  thougli  it  is  at  once  evident  that  no  indication  is  thereby  allbrded 
of  the  actiiiil  bu?ini;ss  Iransacted  in  the  district.  It  has  some  small 
trade  with  Cimada,  carried  on  [)r:ncipally  in  skills  across  tin;  Hi.  Law- 
rence and  among  the  thousand  islands;  but,  if  there;  be  any  coasting 
traffic  at  all,  it  is  so  slendur  that  no  returns  of  it  appear  to  have  been, 
at  any  time,  regularly  kept. 

CajK>  Vincent,  the  port  of  entry,  is  some  twelve  to  thirteen  miles 
Irom  Kingston,  C.  W.;  the  distance  beting  about  four  miles  over  the 
main  channel  of  tin-  vSt.  Lawrence  liom  Kingston  to  Long  Island,  then 
between  seven  and  eight  miles  across  the  island,  and  then  a  mile  over 
the  channel  on  tlu;  American  side  to  Cape  Vincent. 

The  imports  from  Canada,  1851 ig61,3,58 

The  expoi  is  to  Canada,  1851 33,188 


i 


Total  Canailian  commerce,  1851 


94,546 


Imports  from  Ciuiada,  J850 $50,756 

Exports  liom  Canada,  1850 69,284 

Total  Canadian  commerce,  1850 120,040 

Do        do          do          1851 94.546 


Decrease 


25,494 


The  Canadian  commerce  of  this  district  previous  to  these  years  was 
of  th(!  following  valu>'s: 

Total  Canadian  conunerce  of  1849 890,484 

Do        do  do  1848 91,597 

The  enrolled  toiUKim;  of  the.  district  amounts  to  2,496  tons,  all  sail. 


YeaM. 


IS.")! 
1850 


Inereasu  .. 


Eiitrios.         Tons  Crew. 


Clouniiiccs-      ToiiH. 


749    I     inO,!):)!)         19.1207  i 

7US   i   :iM,:A:>  ;     14,518  , 

41     I     110,385  '        4,G59  i 


749 

7(18 


*1 


439,930 
3:J9,545 


110,385 


Cruw. 


19,:207 
14,545 


4,G59 


'!' 


'I 

i 


66 


ANDREWS      REPOftT    ON 

Canndian  Trade. 


Imports  in  Amcrictin  vessels $61,358 duly,  81,370 

Exports,  (lomeslic:  producer  nnd  rnnmiractiiros 32,389 

To fi /I aire  inward. 

In  American  vet^sels,  096  sail 427,457 

In  British  vesLH-ls,  53  sail ]2,473 

Same  outward. 

No.  5. — DisTuicT  01"  Sackktt's  Hauuoii. 

Port  of  entry,  t^ackett's  Harbor;  latitude  43<^  55',  longitude  75^  57'; 
populalioii  fiflowiisliip  in  IS5(I,   1,130. 

riiis  district  Is  eonipo>i'(l  of  that  [)()rliou  of  the  eoa.-l  ot"  J^ake  Ontario 
which  runs  ahnosl  in  a  iluf  southerly  din^-tion  lioui  'J'ibhit's  I'oint, 
roinid  Chiurnciit  hay,  IJIaek  river,  and  IleiHhMson's  [jay,  ferniinatintj 
at  Stony  I'oiiil,  and  enihracing  a  coast  lim  (v-liniat(  il  at  one  hiaidicd 
miles,  li)Howin^f  llie  sinuosities  oi'its  very  iiregular  a?id  deeply  indenled 
shores,  it  iiichides  the  slii[)])inu'  piac!  s  ot"  'rhree-Mile  hay,  Chamnent 
hay,  Toinl  I'eiiiusuhi,  Dexter,  Sack(  ll's  II  uhor,  and  IltMiderson. 

Saekett's  II  uhor,  the  principal  connucn-iid  place  and  [)iirt  ol"  entry 
ot"  the  dislricl,  is  silujiticl  on  th<"  southwt .  I  side  of  a  deep  inlet  known 
as  Jllaek  River  Uay,  al  altniil  einjil  niilc,-;  di~Iaiirc  (Idni  the  lake.  hs 
bay  and  harbor  are  we!!  .-iluated  liir  sin  Iter  and  detiiice.  'I'lie  harbor 
is  by  liu'  the  besi  on  iiuke  Onlaiio  (()r  sliip-bnildinus  and  as  a  navrd 
and  eoniinercial  dejx'ji.  A  crrseeiit  ol'land  slictches  oil' lioni  the  lowei 
part  otllie  vil!a<ji(%  Ibrniing  an  inner  and  ont<r  harbor..  TIn'  latter  has 
a  depth  of  v.alcr  suiru'ient  liir  the  larg'  s!  ships-cd-war  widiiii  I  wo 
fathoms  ot  llic  shore,  'riie  same  dej)lli  ol'  water  e.\t(  nds  lo  Mlaek 
river,  where  tlitre  is  anotlu-r  excellent  |)()silion  lor  sliip-bnildiiiLT. 

Tlie  iiisi  si'ltlcnienl  ol"  this  place;  was  made  in  18(.)l;  it  advanced 
little  until  the  commencem(>nl  ol"  the  last  Kiiglisli  war,  when  it  became 
a  considerable  naval  and  military  depot ;  but,  since  llie  |)romulgation 
of  peace  in  181-1,  it  li.i  made  ]ittl(>  comparati\('  ini[irovement,  other 
points  iiossessing  su|)eriiu-  advantages  of"  position  as  regards  artificial 
rout(>s,  l)y  railroads  and  canals,  having  diverted  f"roin  it  a  portion  of  its 
business,  although  it  still  maintains  its  eonnnercial  character,  'i'lie  ad- 
jacent country  is  a  fine  agricultural  rtgiori,  and  its  abundant  water- 
power  r(  uders  it  well  ada[)ted  to  lIu-  growth  of  mauufacluring  (  nler- 
prise,  while  Watcrtown,  a  iJ>\\  miles  inland,  is  a  llonrishing  town,  well 
situated  on  th<>  lllailv  rivt  r.  Still,  in  sjiif'  of  iIhsi'  ;alvantag(^s,  the 
(;ommer(('  of  Saekett's  llaioor  has  been  on  tin  decline  l()r  some  years; 
whether  on  accoinit  of  the  c-xhaustion  of  lumbei'  risomccs,  or  the  diver- 
sion of  supplies  t()r  the  inland  h(tine  consumption,  and  ol'  agricultinal 
produce  Ibr  ex])ort,  f'romthe  coast  trade  to  canal  and  lailroad  transpcjr- 
tation,  (loi^s  not  snliicicnllv  appear.  At  all  events,  the  declared  value 
of  the  eoniaierce  of  the  district  has  materially  d( dined,  as  will  be  seen 
from  lh(>  ibllowing  table,  since  liSlt!. 

The  other  small  towns,  mentioned  above,  are  used  lo  a  trilling  exUnit 


I 


COLONIAL    AND    LAKU    TUADU. 


67 


as  lundin^'-pliices  for  imported  iiuTcliiindisc,  and  for  Fliiprncnt  of  pro- 
duce, by  iIk;  surrouniliii-  iiiliaMtMiits,  to  tli*'  cxtrnt  of  tlicir  own  wntils 
and  convenicnccti,  but  not  in  such  ;inionrits  us  to  render  tliom  worthy 
of"  any  notice  as  commercial  depots. 


r>7'; 


Dccliircil  values 
(or  1846. 

Ucclarod  viiliics 
for  1817. 

Dcclarnil  valuoB 
lor  1851. 

Coafltwisp  inii>ortH 

j,l,.').'iO,!)0<) 

i,l(t(i,!iH(; 

75,3'ir) 

*il,a57,8-J3 

3,Wl| 

btl,47H 

3H,i>r)3 

Ji4'J7,8n<) 
5(i,118 

Foreign  iiiipurtH.  • 

Coustvviso  oxporls 

303,a.')8 

Forciigii  cxportH 

21  'IHO 

'I'otiil 

2,735,091 

Si,  Ml,  44.1 

87;''  165 

Some  j)ortion  of'the  !il)ov('  deterioration  may  l>e,  perhaps,  ascribed  to 
a  discrepancy  in  the  vahintion  of  articles;  but  it  is  hardly  probable  that 
the  result,  as  a  whole,  can  hv  altribuled  to  such  a  cause;;  nor  is  it 
necessary  to  seek  far  lljr  reasons,  since  the  experience  of  every  day 
teaches  us  that  the  places  which  poss(\ss  the  greatest  I'acillticis  of 
Iransmission  and  transportation  o|"  j)roduce  and  men-handise,  and  the 
most  numerous  inlets  and  outlets  for  articles  of  commerce!  in  the  shape 
of  internal  iiii[iroveinents  and  intercoinmuiiicatioiis,  will  necessarily 
attack  and  take;  at  disadvantat^'c  tliost;  which  rely  solely  on  fixternal 
traile. 

It  is  not  to  be  doubted,  therefore,  that  Ogdeusburg  and  Oswegf) 
have  attacked  Saekett's  Harbor,  and  diverted  fiom  il  a  jjortion  of  its 
coastwise  tratlic  ;  while  it  is  as  certain  that  some  of  the  agricultural 
produce;  which  ti)rme>rly  sought  a  market,  via  the  lakes,  ne)w  seeks  the 
same  idtimate  elestination  inlanel,  via  canal  and  railroad. 

Sae'h  are  the  reve>Iutions,  in  some  sort,  of  ceanmerce,  and  such  the 
j)rogre'ss  of  the  times;  the'  result  Ix-ing,  that  the)S(^  place's  which  arc 
content  to  l)e  stationary,  and  elo  not  (auleave)r  to  keep  up  w  iih  the  inove- 
ment,  e'uterprise,  and  energy  of  the;  times,  must  ne'e'els  retrograele  ;  nor 
can  any  natural  aelvantage'S  insure  to  them  a  long  monopoly  of  pros- 
pei'^ty  and  success. 

The'  liillowing  table  will  be  suilicient  to  conve^y  se)mc  idea  as  to  the 
e)j)e'ration  e)f  the  changes  alludcel  le»  abe)ve',  aiul  thej  e-lass  eif  artiedea 
aiii'eteel  ihere-by  : 


"  III, 


''^\'\ 


!•  ;  r  i 


08 


ANDUEWS     KKPORT   OS 

Exports  cnustwise  /or  1SA7  and  1851. 


Articl(!H. 


Liimbor thuiiHiind  fcot.; 

StiivcH Ili(iiis;in(l. . .  .1 

Shin^rlns do : 

Asliof) barrels | 

Pork do 

OaU IiunIicIs i 

Ifarloy do I 

Corn do 

Wheat do ! 

PoaH  niid  buans do i 

PutatocH do 

Flour iiarrclH  . . . 

Indian  niual do 

liuttur IxiimkIh.  ,  . 

Choeso do 

Woid do 

Pit;  iron tons 

Leather pounds  .  . . 

DutncHtic  K|iirit.s gallons... , 

Do.       woollens yards 

Do.       ('nitons do 


1847. 

1851. 

4,40fi 

'..>,896 

919 

SS 

371 

67 

420 

366 

:).')•• 

145 

'M,r>m 

34,UR8 

H(),G78 

G-2,89.'> 

41,6-24 

42,.'»81 

4, 9:2(5 

.•i,4ll2 

:i,.'i.'i.1 

7,173 

l,?.-)!) 

970 

78H 

169 

4,141 

H.^jOOO 

ItH.-lOO 

9,70(; 

1,.344 

G4,H00 

11,400 

a,oa! 

732 

17, GOO 

1,500 

:t6,240 

63,240 

.'iG,2.50 
.')34,000 


Total  estimated  value i      $841,478 


P03,358 


For  the  siiiiic  y(  ;ir.s  llic  iinporlations  ol"  .scnic  lew  :irticl(>s  of  coast- 
wise trarlo  were  as  follow.-^ ;  and  l)eyi)U(l  this  tliert;  is  no  more  to  be 
slated  conctrnins:  this  distriet,  unle.-^s  it  be  to  point  out  that  in  1847 
the  exports  to  Canada  consisted  ot"  barley,  oats,  eorn,  ve,G;efable.s, 
chees(%  machinery,  and  nianut'acttnes;  while  iti  1850  and  1851,  flour 
wheat,  and  vegetables  were  importtul  Irnni  that  country,  together  with 
animals.  The  Canadian  trade  has  augmented  somewhat,  while  tlus 
coasting  trad(>  has  deer(.'ased. 

Cixistwisr  Tniportdtinns. 


.Articles. 


Fruit barrels. . . .' 

Salt do i 

Flour do ! 

Wheat busjielf .  .  .  .| 

Cotton bales j 

Wool do 

(Jyiisiim do 

Coal do 

Hides pounds.  . .  .| 


1847. 


l,:iC9 

11,984 

I,1GG 

I.''),  26.') 

3.')  I 

231 

4.30 

340 

25,150 


18.')1. 


I,. '501 

7,851 

1,630 

.37,890 

147 

aai 

1,280 
33,960 


m   :^f 


A 


k 


r      I 


COLONIAL    AND    LARU    TIIADK. 


69 


Tlio  atoani  tnnnagr  cnrollod  in  the  dislrir^t,  .Tuiit;  30,   1801,  was  343 
tons,  and  sail  lonnago  G,7()8. 


YcarM, 

KiiUiiiS. 

Tons. 

(^rnwH. 

]{I51 

(m 

737 

348,43s 
3L>y,lt2G 

11.7fl(i 
13,(W1 

1850 

Difforcnco 

53 

'M,:m 

l,im 

ClcariiiHo 

TOIIM. 

OrevvB. 

(i71) 
751 

347,:!!)4 
33-J,433 

13,U7U 

7a 

14, %1 

975 

Cuinid'utn    Trade  in   J 85 1. 

Imports— Aincriciin  vessels fOO,  1 1«  ;  duty,  Sil0,399 

Exports — AnKMiciin  vessels 21,980 

Entrances  und  rlcnnnias,  District  of  S(ic/,r(t''s  ILir/ior,  i\i  in  Ynr/i,  during 

t/ic  year  1851. 


I  I 

No.  vessoU, 


ToilK. 


Mnti. 


Fi>ltKt(iV    TKADI'.. 


Entcrud — Aincnran  vessels 
llriliNli (lu.. 

Cleared — Ainiincaii  . .  .do.. 
Uritjiil) do.. 


aOO  ! 
31  i 

an?  ■ 

31  1 


CUASTI\(i    TKADK. 


Entered — Number  of  vimscU. 
Cleared — . . .  .do do. . . 


1G3, «!()..'■.« 
2,!tl»4.(l() 

l(id,7G().!)l 
:J,'.)!>4.0I) 


453  j       181,C2(J.G1 
441         181,(i3'J.45 


0,8.35 
193 

(),H34 
193 


G,98:2 
(!,!)36 


Hoys. 


349 
340 


347 
347 


No.  (). — DisTrtirr  ov  Oswego. 

I'ort  ol  entry.  Oswego;  l;ililii(le  43^  25',  loiii^itudo  TG"^  37';  popu- 
lation in  1830,  2,703;  in  1810,  4,605, :  in  1850,  12,205. 

Tlu;  district  ot"  Oswego  lias  eighty  miles  of  eoasl-lirie,  I'rorn  Stony 
Point  lo  tli(^  western  slior(!  of  Sodiis  bay,  and  enihraees  llie  ports  of 
Texas,  Salmon  rivor,  or  Port  Ontario;  Sandy  Creek,  Oswego,  Little 
Sodiis,  and  Sodns  Point.  i\on(!  cf  these  |)orts,  with  the  exeeption  of 
Oswego,  althongh  they  are  all-important  to  th(>  a^  .(nnniodation  of  their 
own  immedialent-ighborhoods,  lijr  the  sjiipment  ol  preddeeand  thointro- 
<liiclion  of  ini  rehandise  of  all  kinds,  can  be  said  to  \n  valuable  in  re- 
gard to  the  facilitation  of  trade  and  tlu^  eenlraliz.ition  of  eominerce,  as 
(•onnected  with  distant  portions  of  the  country. 

Possessing  advantages,  both  lltr  coa-'twise  and  Canadian  commerce, 
rarely  c(]ualled  and  never  surpassed,  this  port  of  entry  has  by  rapid 
strides,  within  the  last  few  years,  attained  an  importance  among  the 
great  business  marts  of  the  lak(;s,  which  guaranties  an  indefinite  in- 
crease of  its  commercial  and  maritime  power,  until  the  whole  t(Mritories 
of  the  British  and  American  northwest  shall  have  become  densely  popu- 
lated ;  their  lertile  soil   advanced  lo  the  highest  state  ol"  cultivation ; 


Iff  ■  f 


70 


ANDIIEWH      UKI'OriT   Olf 


m 


I 


I  i 


lli(i  fisliiTirs  of  their  liikcs  [)r()S('(iit('(l  to  ihoir  ulrTU)ar  rnpacitv  ;  nnd 
llu^ir  utiliitlioiiiiihli'  rniiKMiil  rotniiccs  jK'Mctr.'itcd  ntid  dcvt'loffd,  so  frir 
lis  s(;i('iu-(i  iiiid  riil(M|)ris<'  iniiy  rdicl. 

'I'lirsc  ii(lvarilii<>;cs  iiic  of  a  lliirclidd  iiiiliin'.  First,  rm  ciisy  iiiid  nipid 
(Miiiiimiiiiciitioii,  i)()lli  hycjinid  aiid  railwiiy,  with  New  York  ;md  lloslor:, 
via  Allciny,  and  hy  hd<c,  i;iiii;d,  ami  railway  with  ()<,'d('nshurg; 
secondly,  ri  harlxtr  which  conhl  iil  .'i  «innll  nxprnsi-  lie  rcndcMcd  ^mt- 
f(H;lly  sccMU'o  and  acci'ssihic,  at  the  nearest  point  on  ihe  lakes  to  tide- 
water;  and,  lliirdiv,  a  direct  eotnnmnication  hy  lake  with  ihe  most 
thickly  tHlllfMl  portions  ofCJanada,  and  hy  lake  and  tli(<  VVelland  canal 
with  the  whole  western  and  northwcsUrn  lake-country. 

The  c'ily  nl'  ()sw(,y:ii,  poii  of  entry,  and  capital  of  ()s\ve^(»  county, 
New  York,  lies  1()()  miles  WNVV.  of  Alhany,  M'i  froin  Washitij^lon ;  was 
incorj)oralrd  in  18*28;  and  is  situate  on  hoth  sides  of  the  Oswego  river, 
connected  hy  u  bridge  700  li'ct  long.     ]l  rxtends  to  the  lake  shore;. 

The  harbor,  n(^\t  to  that  oi'Sackett's  ll.nhor,  is  the  hest  on  the  south- 
ern side  of  Lake  Ontario.  It  is  formed  hy  a  pic  r  or  mole  of  wood,  (illcid 
with  stone,  .l,!L'-'j()  l("el  long  on  the  west  side  of  the  harbor,  and  200 
feet  on  the  east  side,  with  an  entrance  between  them.  The  water 
within  the  pier  has  a  depth  olfroni  V2  lo  '20  feet.  The;  cost  of  this  work 
was  S!)3,000.  It  is  among  the  earliest  improvemenls  of  lake  harbors 
untlertaken  by  (he  goverinnent,  having  bci'U  coiiuneneed  in  1827. 

The  protection  anticipated  from  these  works  has  not  fallen  short  of 
what  was  expi  cled  ;  but  the  piers,  being  built  of  cribs  f)f  timber,  liUed 
with  stone,  began  to  decay  so  early  as  18t"J3.  Some  sl<'[)s  were  taken 
in  the  year  1837  to  replace  the  old  work  with  permanent  structures  of 
masonry,  but  these  were  soon  disconiiniied,  ;nid  what  remains  is  rapidly 
going  to  ruin,  with  the  exception  of /jOO  li'ct  of  lh(>  west  pier,  which  is 
well  built  of  stone  and  is  in  good  condition. 

ll  is  calculated  that  H)r  ihe  moderate  sum  of  !!il207,.371  these  works 
tran  be  sceuri'd  antl  improved  in  the  Ibllowing  manner,  s(t  as  to  render 
the  harbor  jKMiictly  secure  and  of  easy  access  to  the  largest  class  of 
vessels  in  use  on  the  lakes  : 

1.  By  rebuilding  the  whole  pier-line  in  substantial  solid  masoiu'y. 

2.  I3y  enlarging  and  strengthening  the  west,  or  light-house,  pier-head, 
and  deti'iiding  it  by  a  five-gun  battery. 

fi.  By  removing  llie  gravel  and  (le|)osites  within  the  piers,  which  have 
become  a  barrit  r  to  the  entrance  of  the  nnier  and  outer  harbors.  It  is 
an  original  deposit(;  by  the  lUtoral  currents  of  the  lake,  not  m/zW  or 
increased  by  the  [)iers.  Once  removed,  it  can  never  return  while  the 
piers  stand. 

The  principal  harbor-light  is  on  the  pier-head  on  the  west  side  of  the 
entrance.  The  tonnages  of  the  port  in  1840  was  8,340  tf)ns  ;  by  com- 
paring which  with  tlu>  present  tonnage,  as  given  behtw,  the  general 
mcrease  of  the  port  will  be  readily  six-n. 

The  population  of  the  town  is  about  13,000  pcirsons. 

The  Osw(>go  canal,  ibrrned  principally  by  improvement  of  the  i»atural 
course  of  the  river,  passes  through  the  great  salt  districts  of  the  State 
at  Salina  and  Liverpool,  to  Syracuse,  where  it  connects  with  the  Erie 
canal  liom  Albany  to  Bufiido.  Oswego  is,  therelbre,  the  great  outlet 
for  the  western  exportation  of  domestic  salt.     'I'he  Syracuse  and  O3- 


we 

Hut 

.05 

the 
exli 
lak( 


Fl<)i 
VVli 
Con 
Itiir 
Kyr 
OatJ 


COLONlAIi    AND    LAKH    TIIAUE. 


71 


nnd 

-()  fur 

ni|)i(| 

iStOf;, 

u/rg; 

pcr- 

Jido 


inty, 

WflS 

ivcr, 


wrjTo  railway  coiiiierla  thr  city  witli  Synii-iisc,  and  tlirtic<!  wilh  Albany, 
liuliiilo,  New  \'(irl\,  and  liostoii.  ll  is  dinitaiiL  rroiii  Koclic.'^tci,  liy  lakts 
5/3  miles,  and  \'wiu  Sackclt's  Hiiibor  40  miles.  Tlic  rapid  incrcatK;  <»!' 
the  ('(iinmcrcr  ol"  Oswcnjo  js  apt-ly  illnslratcd  hv  the  liilhtwinji;  tal)l«.', 
exliihitinj^  tlie  iraHic-  in  some  ol"  the  leathiiL'  articles  (tt"  importation  Uy 
lake  during  ihrec;  years  : 


ArtlvlcH. 


Flour Ii:irri-1:4. 

Wlll'llt bllHllulH, 

Cum (lu. .. 

Itiirluy <lo. . . 

Kyn (Id,  , , 

OutN ilo. .  • 

I'voH  utui  licaim do.  . . 

Pork b.'irri;!.'). 

liout' i\o. . . 

AbIii'k lio.  , . 

l^umbor iW\... 


1««'J. 

ia5o. 

ld5l. 

;m7,7:>h 

:»()'j,:)77 

:iH!),<j'j'j 

;j,GI5,ti77 

a,H47,;iH4 

4,>j:ti,8<j;» 

3m;j,i>;jo 

4:2(i,l',»l 

\,^2:)i,:m 

(i.'i,aH(i 

1  •.'(),(;;■)!] 

104,858 

,    :ii,45(i 

(3G,4;J!I 

l()(J,.'il8 

'   i:i;»,(i!t7 

ii3,4(;:j 

i7;),y»(4 

'.M,(iia 

','r.,()(i8 

«;:j,(i34 

:ri,(i!)8 

*,'(;,  i2(i'j 

27,!)r)0 

•i().;j7ri 

(i,7rt) 

i.->,8r)4 

I(i,s73 

11, 4r. 

4,47'J 

.')i,ioi,4;w 

(i7,riWi,9«5 

bH,8a:i,417 

'»"> 


The  annexed  figures  will  show  what  portions  ot"  some  of  the  ahovo 
urticles  were  received  from  Canada  during  the  same  period: 


i 


ArticloM. 


Flour linrrt'lN 

Wliuut Iiuslicls 

ilyo Ill . . 

OiltH do. . 

i'eiiH do. . 

i'otatoi^s do, . 

liUiidx^r t'crt.. 

AhIii^h liarrclM 

Uiittcr |iuuiids 

Wool do. . 


184n. 


\m). 


18.'-|1. 


i08,(i-j;)  1 

:2(;o,874 

•J.W,87.'i 

(;r.'.1,!fj()  ' 

l,im,444 

G7(t,t}0a 

It;. (144  1 

7,4<.t'.» 

5:J.!)5() 

.'■).->,  700  1 

!)0,lij(J 

7H,77! 

\n,-A-2'2    1 

r.".',a8(l 

(JO,  33.1 

(;,(i4s 

10,;i7'J 

lt,4!)G 

I4,i;n,;>87 

.'■iO.Gs,'>,(iS-J 

(;-,>..VJ7,843 

•-'.'i.'t.'i 

l,.''.8(t 

,')H4 

ll.->,751)  ( 

±2.->,087 

7.'i,000 

'.)7.141  , 

i 

77,941 

8d,U08 

lj 


( 


Of  the  above  amount  of  4,231,899  buslu-ls  of  wiieat,  oidy  l,(i7(j,!213 
were  forwarded  by  canal;  and,  while  there  were  received  by  lake  only 
389,929  barrels  of  Hour,  tlu're  wire  forwarded  by  canal  888,131  barrels, 
showing  that  of  the  remaining  2,555,()8()  bushels  of  wheat  tluMV  were 
manuliictured  by  the  Oswego  inill«!,  ami  sent  ti)rward  by  canal,  498,200 
barrels  of  flour,  while  prol)al)ly  b3,000  barr<>ls  of  (lour  in  addition  wero 
iibsorbcd  by  local  consumption. 

According  to  this  calculation,  the  capacit}-  of  the  Oswego  llouring 
mills  cannot  fall  short  of  . 'ill, 000  barrels  of  Hour  per  annum.  The 
value  of  the  Canadian  commerce  of  this  district  is  estimated,  tin-  1851, 
as  Ibllows : 

Imports  paying  duty §435,153 

Imports  bonded  and  free 1,349,259 

Total  foreign  imports 1,784,412 


72 


ANDIIEWS     REPOllT   ON 


Exports  of  foreign  merchnndiso 8915,900 

Exports  of  domestic  mcrchandiso 2,291,911 

Total  exports  to  Canada $3,207,811 

Total  Ihroio-n  couuiicrce 4,992,223 


This,  it  sliould  bo  observed,  amounts  to  very  nearly  one-lialf  the  entire 
Canadian  eommoree  with  tiie  United  States.  Owing  to  the  large  pro- 
portion of  Canadian  produee  entered  in  bond,  the  amount  of  duties  col- 
lected is  comparatively  small,  when  contrasted  with  that  received  in 
other  districts;  but  tliis  fact  renders  the  trade  none  the  less  valuable  to 
Oswego. 

The  whole  amount  of  unties  collected  in  Oswego,  in  1851,  was 
$89,760,  while  th(ve  was  assessed  and  sccuhmI  on  the  properly  entered 
in  bond  the  further  sum  of  §22(5,937,  making  a  total  of  S35G,0"97  duties 
assessed  on  property    I'iered  at  'h(^  ])ort  of  Oswego  during  the  year. 

The  coastwise  imports  at  the  port  of  Oswego,  l()r  the  vear 

1851,  amounted  to .' .' . . .  $6,083,036 

Coastwise  exports  of  1851 11,471,071 

Total  coastwise 17,554,107 

Add  foreign  commerce 4,992,223 


Total  1851 22,546,330 


The  (MU-oUed  and  licensed  tonnage  of  tlu;  district  amounts  to  21,942 
tons  sail,  and  4,381  Ions  steam,  being  an  aggregate  of  26,323  tons. 

The  whole  number  of  entrances  and  (dc-aranees  for  the  year  are  as 
below  : 


Years. 

1 

1  Flntmnces. 

i 

Tons. 
721..3S3 

r).")U,40(i 

Men. 

Cloar.inces. 

1                   1 
'     Tons.      1 

Mon. 

le.'ii 

1850 

1 

3,318 
..j        3,004 

2^',1.57 
24,032 

■ 

3.198 
2,771 

Gr^5,793 

C04.159 

1 

2(!,029 
23,548 

Iticrcaso 

.}            .314 

1 

<;4.997 

4,125 

1 
1 

427 

til,G34 

2,481 

The  enrolled  tonnage  fi.r  1840  was  8,346:  (i)r  1846,  15,513;  for 
1847,  18,460;  fi)r  1848,  17,391;  and  ti)r  1851,  26,323  tons. 

The  value  of  the  conuuerce  <A'  Oswego,  tt)r  several  yc^ars,  has  been 
declared  as  tbllows:  In  1846, $10,502,980;  in  1847,  $i8,067,8J9;  and 
in  1851,  $22,546,330. 


i» 


COLONIAL   AND    LAKE    TRADB. 


73 


I 


CANADIAN  TRADE  IN  1851. 
Imports, 

In  American  vessels — 

In  bond $197,040 

Payinc:  duty 174,212 

Free  X 9,513 

$380,765 

In  British  vessels — 

In  bond 1 ,137,308 

Paying  duty 260,941 

Free 5,398 

1,403,647 

Total  imports 1,784.412 

Exports  foreign  j)ro(lnce  and  vianuj'acturcs. 

Knlilled  to  drawback.     Duty  oollertod.     Not  entitled  to  drawback. 

In  American  vessels..   $90,532  $36,381  $287,288 

In  British  vessels 170,603  53,379  367,477 

261,135  89,760  *  654,765 

•  In  this  are  iiie hided — 

Tea 825,600  pounds,  value  $423,057 

Coffee 359,512  pounds,  value      37,220 

460,277 
Exports  domatic  produce  and  manvfaclurcs. 

In  American  vessels $1,190,048 

In  British  vessels 1,100,863 

2,291.911 


(■> 


PS 


m\ 


74 


ANDREWS     REPORT   ON 


Tmportu  at  the  District  of  Oswego,  coasttvise,  during  the  year  ending  De- 
canter 31,  1851. 


Articles. 


Fisli barrels. 

Ashes — pot  and  pearl . .  .casks. . 

Lumber i'eet. . . 

Slaves  uiul  heuding M... . 

Laths M.... 


Shingles M  ... 

Wiieat bushels. 

Flour barrels., 

Barley bushels. 

Rye do. . 


Oats do. . . 

Corn do. . . 

Potatoes do. . . 

Peus  and  beans do.  . . 

Applos barrels. . 

Peaches baskets.. 

Butter packages. 

Cheese do . , . 

Pork barrels.. 

Hams  and  bacon casks  ... 

I^ard nricknges. 

Beef barrels,. 

Tallow do. . . 

Hides tujinber  . 

Sheep-pelts Imndles . 

Wool pounds  . 

Kggs barrels . . 

Beeswax do. . . 

Horses number  . 

Cattle do . . . 

Grass-seed casiw. . . 

iiemp bal«r . . . 

Hops do. . . 


Malt bushels.. 

Tobacco hhds  ... 

Broom-corn bales. . . 

Wliiskey barrels.. 

AIo  und  porter du.. . . 

Dry  goods boxes  ... 

Furniture packages. 

Paper  and  books bundles  . 

Ijcatlier rolls. .  . 

Paint barrels . . 

Sala;ratus cuislis.  . . 

Glass 


.boxc 


m   i 


Starch do. . . 

Oil  cake tons. .  . 

Lard  Oil barrels., 

Candles boxes. . , 

Iron  (pig  and  scrap). . .  .tons..  . 

Nails kegs  . . 

Grindstones number 

Coal tons.  . 

Limestone do. . . 

Corn-brooms dozen... 

Platform  scales number  , 

Sundries , 


Quantity. 


Value. 


33.'i 

3,«95 

dl,?.'y;)..')74 

1,79!) 

J,  179 

1,42a 

3,561,697 

l.'>0,or)4 

171,347 

97,213 


1, 


■)1,30G 

4,874 

3,202 

3,  .327 

4,'il 

4,029 

3,888 

27,9.'»() 

10,666 

22,208 

15,940 

447 

7,090 

272 

42,400 

702 

67 

50 

15 

406 

266 

377 

7,955 

282 

300 

2,619 

200 

251 

245 

355 

1 ,  108 

1,275 

132 

2,305 

303 

633 

2.4.33 

685 

5.50 

279 

1,300 

799 

640 

12G 

300 


$2,345 

97,, W) 

213,000 

K,995 

4,716 

3,5.57 

2,849,358 

520,216 

102,808 

26,284 

29,164 

6fi5,6.53 

2,437 

2,403 

4,159 

.564 

48,348 

38,880 

419,250 

175,000 

266,496 

1,59,400 

9,834 

21,270 

20,400 

12,720 

7,020 

2,680 

5,000 

400 

4,872 

7,980 

18,850 

4,773 

25,, 380 

4,500 

26,190 

1,200 

2.'),  100 

12,2,50 

38,300 

44,. 320 

8,928 

1,960 

5,763 

606 

25,320 

72,990 

2,740 

16,. 500 

1,IIC 

6,500 

3,196 

1,280 

2.52 

6,000 

36,. 532 


Total. 


6,083,036 


De- 


COLONIAL    AND    LAKE    TRADE. 


76 


Exports,  coastwise,  from  the  district  of  Osivrgo,  during  the  year  ending 

December  31,  1851. 


Articles. 


Fish 

Oil casks... . 

Lumber feet. . . 

Flour barrels.. , 

Wheat bushels . , 

Corn do . . . 

Apples : bavrcls. . 

Rice tierces.. . 

Horses number. 

Pork barrels.. 

Hams  and  bacon casks  .. 

Lard packages. 

Wool pounds  . 

Hides  and  nkins lo. . . 

Cotton do. . . 


Tobacco do. . 

Spirits casks... 

Spirits  of  turpentine...  .barrels. 


,bo: 


Candle 

Starch pounds  , 

Furniture 

Pianos number. 

Wagons  and  carriages  .  . .  .do     . 

Tobacco bo.xos  .. 

Snuff. 


.jars. 


Ground  gypsum barrcN. 

Water  lime do. . . 

Salt do... 

Leather pounds. 

Boots  and  siiocs 

flats  


Drugs,  kc 

Glass,  glass-ware,  and  eartiionwaro. 

iluilroad  iron tiin:; 

IJar  and  otlier  iron ,  .  .do 

Pig  and  scrap  iron do 

Steel pounds. . . . 

Nails  and  spikes do 

Stoves  and  castings tons 

Hardware 

Tin boxes 


Sugar pounds. 

.Molasses 

Tea chests  . 

Coffee poinuls. 

Coal tons... 

Books  and  pn  per 

Sundries 


Quantity. 


Mo 

148,300 

2,727 

2,. 500 

7,500 

G,61() 

G03 

150 

595 

1,014 

144 

15,495 

100,. 581 

111,87a 

97,125 

650 

1,.350 

.550 

105,285 


43 

J8 

850 

495 

5,498 

16,101 

376,601 

1,50,000 


43,429 

3,117 

1,267 

415,400 

■J,. 593, 631 


1,376 


1,050 
9,961,000 


1,440 

3.380.799 

3,213 


Value. 


$70,7.52 

13,125 

1,668 

10,908 

2,000 

3,750 

8,317 

15,075 

12,000 

8,925 

20,280 

1,296 

.■«,409 

12,189 

10,069 

11,6.55 

26,100 

20,250 

2,200 

11,717 

29,250 

8,900 

13,360 

34,000 

1,900 

4,811 

1G,101 

.328,941 

;)0,000 

.•)0,000 

16,000 

16,000 

147,139 

1,7.37,160 

249,360 

.)7,997 

62,310 

143,745 

11,080 

16,300 

6,. 300 

677,270 

98,112 

43,200 

338,080 

16,065 

18,500 

7,073,525 


Total. 


11,471,071 


No.  7. — District  of  Genesee. 

Port  of  entry,  Roc'icster ;  latitude  43°  08',  longiliulo  77°  51';  popu- 
lation in  J830,' 9,207;  in  1840,  20,191 ;  in  1850,  36,403. 

The  Gonrsee  district  has   a  very  limited   commerce  except  with 
Canada ;  with  eighty  miles  of  coast  it  lias  but  one  shipping  place, 
which  i.s  situated  at  the  mouth  of  the  Genesee  river,  at  a  distance  of 
about  three  miles  from  Rochester  city.     The;  passage  (jf  the  Erie  canal 


In 


[™!l 


'i 


I 

I 


^ 


76  ANDREWS'    REPORT   ON 

and  a  par;illel  line  of  railroad  through  the  entire  length  of  the  district, 
but  a  lew  miles  distant  from  the  coast,  offering  better  facilities  for  the 
transportation  of  passengers  and  merchandise,  whether  eastward  or 
westward,  than  the  lake  can  alKn'd,  confines  the  commerce  of  the  port 
entirely  to  Canadian  trade.  Rochester  is  well  situated  on  the  falls  of 
the  Genesee,  which  are  three  in  number,  with  an  aggregate  descent  of 
268  i'eet  williin  the  city  limits,  aflbrding  almost  unbounded  resources  in 
the  shape  of  water-power,  applicable  to  most  manufacturing  purposes, 
and  applied  largely  to  the  flouring  business  ;  the  greater  part  of  the 
wheat  sliipped  by  canal  Irom  Buffido  being  Uourcd  and  reshipped  by 
canal  to  its  ulterior  destination. 

It  occupies  both  sides  of  the  river,  and  had  a  population,  in  1820,  of 
1,502  individuals.  In  .1830  it  had  increased  to  9,209:  in  1840  to  20,191, 
and  in  1850  to  36,403.  In  1812  it  was  laid  out  as  a  village,  and  in- 
corporated in  1817.  It  was  chartered  as  a  city  in  1834,  and  tlu;  city 
limits  now  occupy  an  area  of  4,324  acres,  well  laid  out  with  a  good 
regard  to  regularity.  Rochester  has  three  bridges  across  the  Cenesee 
river,  besides  a  fine  a{|ueduct  over  which  the  canal  passes,  traversing 
the  lieart  of  the  city,  and  adding  mueh  to  its  prosperity,  as  well  as  to 
the  ra})idity  of  its  growth. 

Tlie  (Canadian  commerce  of  this  district  was,  for 

1851.  Imports S49,040 

Exports 913,654 

Total 962,694 

1850.  Imports $95,283 

Exports 326,899 

422,182 

In  1851 §962,694 

1850 422,182 

Incn^ase 540,512 


The  amount  of  tonnage  entered  and  cleared  from  this  port  was  : 

Men. 


Tear.        Entrances.  ;       Tons. 


1851  .... 


487 


212,794 


7,'J'J7 


CiiM  ranees. 


Tons 


Mon. 


487 


212,794 


7,997 


There  are  enrolled  in  this  district  429  tons  of  steam   :md  57  ol"  sail 
shipping. 

Exported  to  Canada. 

In  British  vessels,  loreign  goods $335,708 

In  British  vessels,  domestic  goods  entitled  to  drawback. . .        445,967 
In  British  vessels,  loreign  goods  entitled  to  drawback 131,979 

913,654 


COLONIAL   AND    LAICE    TRADE. 

Imjjortcd from  Canada. 

In  American  vessels $8,456 

In  British  vessels 40,584 


49,040 


n 


Doty  collcRled, 

$1,765 

8,773 


10,538 


No.  8. — District  of  Niagara. 

Port  of  enlrv,  Lewiston  ;  liititude  43°  09',  loii^Mt\u1e  79°  07';  popu- 
lation in  1830,"  1,528 ;  in  1840,  2,533 ;  in  1850,  2,9.24. 

This  district  embraces  all  the  lake  coast  of  Ontario,  from  the  Oak 
Orchard  creek  to  the  mouth  of  the  Niagara,  and  thence  up  that  river  to 
the  falls  on  the  American  side,  and  includes  the  ports  of  Oak  Orchard 
Creek,  Olcott,  and  Wilson,  on  the  lake  shore,  Levviston  and  Youngs- 
town  on  the  river,  and  an  office  of  customs  at  the  suspension  bridge 
which  crosses  the  Niagara,  at  three  miles  distance  below  the  falls. 

There  is  a  very  considerable  trade  from  Buffalo  passing  through  this 
district  to  Canada,  across  the  suspension  bridge ;  especially  in  the 
winter  season,  at  which  time  it  is  by  far  the  better  route,  on  account  of 
the  railroad  comniunicalion  tiom  the  fiills,  which  were,  in  i<)rmer  j'ears, 
generally  considered  as  the  head  o("  navigation. 

At  that  time  the  trade  of  the  Niagara  district  was  of  the  greatest  im 
portanee  ;  but  since  arts  and  scienee  have  opened  new  channels  of  coui- 
munication  on  either  side-  of  that  great  natural  ^ibstMcle,  the  field  of  its 
couimercial  operations  has  been  narrowed  down  to  the  supply  of  the 
local  wants  ot  the  eirrumjaceut  country. 

Jicwiston.  the  port  of  entry  antl  principal  j)la.ce  of  business,  as  well  jis 
the  largest  U)wn  ot'tlie  district,  is  situati'e  ou  tlii' east  side  of  the  Niagara 
river,  seven  miles  ai)ove  its  niuulh,  opposite  to  Queenstown,  Canada, 
wiih  \\  iiieh  it  is  connected  by  a  tt'rr}'.  It  has  a  population  of  about 
3,000  persons,  and  eonnnunicales  with  Builalo  and  Lockport  l\y  rail- 
ways, and  with  Hamihou,  Toronto,  Oswego,  and  Ogdensburgh,  during 
the  sununer  season  hy  daily  steamers.  It  carries  on  some  valuable 
traffic  with  Canada. 

The  district  is,  as  yet,  rather  barren  of  internal  improvements,  having 
for  their  oljjeet  the  connecting  iIk;  circumjacent  regions  with  the  lake 
and  river;  t()r  there  is  but  one  railway  passing  through  it,  which  has 
Builiilo  and  Lockport  l()r  its  respective  irrmiin.  One  or  two  other 
roads,  however,  are  in  process  (jf  construction,  designed  to  connect 
Rochester  and  Canandaigua  with  tlu^  great  western  railway  through 
(yanada,  as  it  is  intended,  hy  means  of  a  second  suspension  bridge 
across  the  Niagara,  near  Ijcwiston. 

It  is,  however,  a  (juestion  with  many  minds  whether  it  will  be  pos- 
sible to  construct  a  bridge'  upon  this  principle  sufficiently  steady  and 
firm  to  admit  of  the  passage  of  u  locomotive  with  a  heavy  train.  But, 
be  this  as  it  ina}^  tliert;  will  he  no  dilliculty,  it  is  j)robable,  in  making 
the  transit  in  single  cars,  by  horse-power.  It  seems  somewhat  remark- 
able that,  while  the  success  of  railroiul  communication  by  means  of  sus- 
pension is  so  entirely  problematical,  no  attempt  should  have  been  made, 


I   ' 

I    ' 


78 


ANDREWS     KEPORT   ON 


■n 


or  even  proposed,  to  throw  a  j)ermaiient  arched  bridge  across  the  river 
near  the  mouth  of  the  Chippewa  creek,  which  could  bo  effected,  one 
would  imagine,  by  means  t>l  stone  piers  and  iron  spans,  without  great 
risk  or  difiiculty.  Should  the  suspension  plan,  however,  prove  unfea- 
sible, it  is  probable  that  the  iron  tubular  bridge  system,  so  triumphantly 
established  in  Great  Britain  on  the  Conway  and  Menai  straits,  will 
be  adopted.  So  that  it  may  be  almost  confidently  predicted  that  the 
Niagara  district  will  very  shortly  be  brought  iuto  the  line  of  a  great 
direct  eastern  and  wesiern  thoroughfare,  which  will  add  greatly  to  its 
Canadian  commerce  overland,  and  materiall}'  incn.-ase  llie  size  and 
progress  of  BuHido. 

In  tormc^r  days,  all  fieiglit  coming  up  Lake  Ontario,  destined  f()r  con- 
sumption, was  transported  by  land  from  Lewiston  across  the  portage 
around  tlie  falls  of  the  Niag'  ra.  The  noble  river  itself  affords  an  ex- 
cellent hfirbor  at  Lewiston,  being  iiir  below  th(>  rapids  and  broken 
water,  which  (^xiend  to  some  distance  downward  from  the  whirlpool. 
Youngstown,  a  few  miles  lower  down  the  strerun,  is  also  a  good  land- 
ing place  tor  steamers. 

A  line  of  fine  mail-steamers  plies  regularly  between  these  places  and 
Ogdensburg  and  Montreal  daily.  The  otluM-  norts  abov(^  mentioned 
ure  mere  local  places  for  shipm(  nl  of"  donu-stic  country  produc(^  and 
tlie  receipt  of  merchandise.  No  definite  returns  have  b<i<  ii  made  of 
their  business,  so  that  it  is  not  pnssibli-  to  enter  upon  this  branch  of  the 
object  in  detail. 

The  returns  of  the  commerce  of  this  district  prf)\r  it  to  he.  as  ff<llows  : 

Imports  from  Canada  during  tin;  year  1851 ^^lOSjOS-O 

Imports  coastwise  "  '•  *'....      2'3(),()8l 

Total  imports ol(),(iG9   .^3  0,GG9 

Exports  to  Canada,  foreign SirjO.O^S 

domestic-   produce 42(),023 

coastwise 433,034 


Total  exports 1,019,-118  1,019,418 

(Jrand  tetal 1,3()0,087 

Total  foreign  c-onniierce SG89,769 

Total  coastwise  connnerce G70,31S 


T<»tal  eoiiinieree  of  tlie  district. 1,3G0,087 


The  tonnage  emi)Ioyed  in  this  district  fitr  the  t<)llowing  y(>ar3,  wu«: 


1 
Yoarw.           Eiilraiiccs. 

1 

Tons. 

M«ii. 

1 

iH.'ii ;     !)ij() 

JH50 '.tO.l 

427,96rt 

.•t5H,().lH 

21,188 
1G.950 

IncreaHe....           87 

09,920 

4,23«    ' 

'  louninco,>4. 

Ton.i. 

Men. 

990 
1        903 

427,908 

:ir)8,048 

21,188 
16,9.'i» 

HI 

69,920 

4,238 

COLONIAL    AND   LAKE    TRADE. 


79 


river 
i,  one 
great 
1 II  feu- 
tan  tly 

will 
at  the 
great 
to  its 

and 

COIl- 

)rtage 
1  cx- 
okon 


The  enrolled  and  licensed  tonnage  of  this  district  for  1851,  was  : 

Steam ]nO  tons. 

^Sail 505    •' 

Total  tonnage 605    " 

The  increase  in  this  district  will  be  seen  by  a  glance  nt  the  follow- 
ing tables : 

KnroUed  shippiiiL!:  I'^i'  the  year  1838 119  tons. 

''  "        ■  "     1843 112     " 


"     1848. 
"     185] . 


730     " 
605     " 


The  foreign  ceintnercf-  for  the  years  1847,  1850,  and  ]851,  compare 
as  follows : 


1847. 


1850. 


1851. 


Exoorls,  dome  slic >  oi^r  r  -i ,       (  S260,074         $426,7<31 

"        fi>reign J  mAy,on      J        ^^^^^j j  ir^c)^()23 

Imports  from  Canada 18,015  353,054  103,985 


184,550 


679,492 


689,767 


CmuuUan  Lradv  in  1851. 

ImportH.  Duty  oollecled. 

In  Am(M-ican  vessels $42,115         $7,854 

In  liritish  vess(>ls 61,870         12,102 


103,985        19,957 


Erporls — -foreign  good;;. 


In  American  vc.^.mI.^. 
In  llritish  vcs.sels  . .  . 


Kiuitlod  to  (Irawhack.     Not  entitled  to  drawback. 

...  821,722        $32,052 
.  - .   75,242         28,007 


99,964 


60,059 


Exports — (lomrslir  prndurr  and  mnnvj\icl.urr. 

\\\  Anirrican  vessels $212,924 

In  British  v(<ssels 213,837 


426,761 


Total  exports  and  imports  in  Aineriean  vessels $311,813 

Total  ex[)orls  anil  imports  in  Briiisli  vess(4s 378,956 

G9t>,769 


>A 


I;; 


/c 


V'  %  'i 


80  Andrews'  kei>ort  on 

Suitcnunt  of  rnen  and  tonnage  emplnyal  in  (he  Canadian  (nide  mth  this 

district. 

American  sfoaniboufii 2,968  rncn.         424  boys. 

"        sriil  vcss(>ls 66     '*  1  boy- 

Total  Aincrioans  in  Ibroign  trado 3,034     "  426  boys. 

Foreign  stcnm  vessels 9,209  men.         491  boys. 

"       sail  vessels 130     "  54     " 

Total  in  tbreign  vessels 9,339     "  546     " 

Stalcuunt  (if  irnr.s  an  hoard  axmli/ig  vessels. 

No.  ciitricH.  'j'oiiH.  Men.  Hoys. 

Steam  vessels 282         203, 1 20         (>.930         818 

Sail  vessels 19  1  ,()95  80  17 

Total 301         204,815         7,010         SSf, 


No.  9. DlHTniCT    OK    Ihfl'I'AI.O    CllKKK. 

Poit  of  entry,  IjuHjIo;   latitude  42^  53',  if^mitude  68^  55';   jKipula- 
tion  in  1830,  8,608;  in  18-10,  18,213;  in  1850,  42,261. 

Tbis  distric:t  lias  a  eoast-line  oik;  hundred  milt  .s  in  extent,  eoniinenc- 
ing  at  the  great  lalls  on  tlie  Niagara  river,  anil  thence  extends  south- 
ward and  \v«^st\vard,  embracing  the  ports  ot"  Schlosser,  Tonawanda, 
and  Black  KocU,  on  the  river;  liuli'alo,  on  Biilildo  Creek,  at  the  l()ot  of 
Lake  Erie;  and  Cattaraugus  Creek,  Silver  Creek,  Dunkirk,  ^'an  15uren 
harbor,  and  liareeloua,  on  the  southern  shoie  ot"  Lrdve  Erie;  being  all 
the  ports  between  the  Falls  of  Niagara  and  the  eastern  State  liiu-  of 
Pennsylvania. 

"Buflido  Creek"  has  a  commerce  larger  than  thai  of  any  other  lake 
district  in  the  I'liited  States,  amounting  to  nearly  onc-lhird  ot" th(>  whole 
declared  value  ot"tlie  lake  trade,  and  showing  the  astonishing  increase, 
in  the  single  year  1851,  of  $19,087,832.  This  increase  may  partly 
be  attributed  to  the  ojiening,  in  May,  1851,  ot'  a  new  av<iiue  ot"  trade 
to  one  point  ol"the  district,  in  that  noble  work,  the  New  York  and  Erie 
railroad.  The  <'ommenctMneni  ot"  operations  on  this  route  necessarily 
increased  the  <'ompetiti(.'n  li)r  the  "trade  of  the  lakes;"  and,  while  an 
excellent  share  of  business  has  llillen  to  the  lot  of  the  new  enterprise,  it 
would  up[)ear  that  the  old-(  stabli.- lied  lines  have  been  gainers  rather 
tJMn  losers  by  its  opening. 

"Within  the  boundaries  of  this  district,  and,  in  some  sort,  all  serving 
as  the  ti-etlers  and  receivers  otils  lake  commerce,  are  tlu;  terminations 
of  tlw  {r)llowing  great  avenues  to  the  seaboard:  the  Albany  and  HulHdo 
railway,  the  New  York  City  and  Butlidtj  railway,  the  New  York  City, 
Corning,  and  Buffalo  railway,  the  Bullido,  (lanai'idaigaa,  and  New  York 
City  railway,  the  Bulliilo  and  Niagara  Falls  railway,  the  Builido  and 


COLONIAL   AND    LAKE    TRADE. 


«i 


liuys. 

818 
17 


ike 


State  Line  railwiiy,  extending  to  Erie,  Pa.,  through  Dunkirk;  the  New 
York  and  Erie  ruilwav,  extending  from  the  port  of  New  York  to  Lake 
Erie  at  Dunkirk;  and  last,  not  least,  the  Erie  canal,  intercommunica- 
ting between  the  lakes  and  the  Atlantic  tide-water. 

The  three  BuffUlo  and  New  York  roads,  and  the  State  Line  road, 
have  been  put  into  operation  since  the  commencement  of  the  present 
year — 1852 — and  cannot,  of  course,  be  taken  into  account  as  operating 
upon  the  commerce  of  this  district  previous  to  that  date. 

Of  the  ports  above  named,  as  being  embraced  in  this  district,  the  city 
of  Buffalo  is  by  far  the  most  important;  of  tli(?  others,  Dunkirk  and 
Tonawanda,  only,  have  any  actual  claims  to  consideration.  Schlosser, 
being  situated  three  miles  only  above  the  falls,  where  the  current  is 
already  so  rapid  as  to  be  almost  dangerous,  enjoys  few  commercial 
advantages,  and  is  remarkable  only  as  a  landing-place  for  pleasure 
parties,  and  the  seat  of  a  small  Canailian  trade,  carried  on  by  means 
of  skiffs  across  the  river. 

The  Niagara,  to  this  point,  is  navigable  for  steamers  -ind  other  ves- 
sels of  the  largest  lake-class ;  but,  the  channel  being  difKcult  and  the 
current  perilously  strong,  vessels  of  any  magnitude  rarely  venture 
themselves  so  near  the  falls.  The  Canadian  port  of  Chippewa  is 
nearl}-^  opposite  this  point;  and,  during  the  summer  season,  a  small 
steamer  plies  regularly  twice  a  day  between  Cliipj)ewa  and  Buffalo, 
entering  the  Niagara  from  the  Chippewa  creek,  by  means  of  a  cut,  and 
thence  j)roceeding  up  the  river  to  the  Buffalo  harbor. 

Tonawanda  is  more  eligibly  situated  for  trade,  on  the  Tonawanda 
creek — a  tine  navigable  stream — the  Niagara,  and  the  Erie  canal;  the 
river  and  creek  fi)rming  an  excellent  harbor.  It  is  twelve  miles  north 
from  Buffido,  on  the  canal;  and,  owing  to  its  facilities  for  the  tran- 
shipment of  produce  saving  twelve  miles'  tolls,  its  business  has  in- 
creased rapidly  during  the  last  three  years.  This  business  is  princi- 
p;dly  transacted  bv  Buffalo  houses,  and  the  commercial  transactions  of 
Tonawanda  are,  ti)r  the  most  part,  made  in  the  Buffalo  markets,  to 
which  easy  access  is  had  by  means  of  the  Buffido  and  Niagara  Falls 
railway. 

The' ronuTKMce  of  this  port  in  18!'A)  was  valued  at  S1.',?U5,494,  and 
in  1851  at  no  less  than  S3, 782, l)8(),  consisting  of  SI, (592, 423  exports  by 
lake,  and  S2,()8!K()()3  imports ;  showing  an  aggregate  increase,  over 
the  value  of  th(>  business  of  1850,  of  S2,57().5()2. 

Black  Uoek,  the  next  [)ort  in  order,  is  similar  in  situation  to  the  last 
described  ;  being  situat<"  on  tin;  Niagara  river  and  Erie  canal,  only  two 
miles  distant  from  Buffido. 

Tlu;  returns  •>f  the  trade  and  commerce  of  the  lakes  at  this  jwint  are 
usually  included,  bv  the  eollectur,  with  tl'ose  of  Buffido.  In  1.850  and 
1851,  tliev  were,  however,  made  distiiici,  and  arc  as  lijllows  :  in  1850, 
SI,!M7.()i)3;  in  1851,  S2,349,334;  showing  an  increase  on  the  y  ..r  of 
SlOI,()4l.  The  priueipiil  eoiiunerce  ot' Bl  ick  Koi'k  consists  in  a  traffic 
carried  on  with  Canada,  by  means  of  a  ferry,  which  plies  constantly 
between  tlw^  o[)p()siti'  banks  of  the   river,  and  in  the  manuliicturc  of 


11 


our. 
point. 


tor  wlucti 


[jurpose  s( 


vera  I  mills  have  bi\n  established  at  this 


Silv;n-  cre(>k,  Cattaraugus  creek,  Van  Buren  harbor,  and  Barcelona, 


ANDREWS     UEPOIIT    Olf 


1  I 


i 


aro,  each  of  ihem,  convenient  lundiii:;  places  tor  su|)i)li<'s,  and  li)r  the 
shipping  of  the  produce  of  the  neighborhood  ;  bnt  iIk;  vahie  of  their 
conuncrce  has  not  hern  tnadc!  up  or  returned,  as  the  sniall-chiss  ve.sscds, 
wliich  ply  in  the  tr;i  'c  IhIwi-cu  Uullido  and  these  porl.s,  rarely  extend 
their  trips  heyond  th^  limits  of  the  district,  in  which  c;  .'  they  are  not 
required  to  report  their  cargoes  at  the  custom-house.  '(  heir  imj)orts 
Cvinsist  of  all  kinds  of  merchandise,  and  tlu  ir  exports  t»t  l)utter,  chcf^se, 
pork,  wool,  lumber,  and  vegetables,  the  (ounlry  beliin;!  and  adja(;ent 
to  them  being  one  of  the  richest  and  most  li;rlile  portions  of  the  whole 
State  of  New  York. 

Durdvirk  is  situati;  on  Lala;  Erie,  about  '15  miles  west  of  JUillido, 
with  whicli  it  is  coiUKicted  i)y  railway,  ft  has  a  luie  harbor,  with  an 
easy  access  for  vessels  of  light  draught  ol"  water,  and  communicates 
with  New  York  by  the  Erie  railroad,  ■-104  miles  in  k-ngth.  TIkmx!  are 
some  slight  obstructions  at  tin;  harbor  month,  as  is  the  case  with  most 
of  the  lake  port.-^  which  il"  remove  d,  would  make  navigation  perli;ctly 
free  l()r  vessels  ui  light  draught ;  but  the  bottom  being  of  rock,  it  cannot 
readily  be  d(H'pened. 

The  eoimuerce  of  Dunkirk,  which  previously  was  merely  nominal, 
amountiHl  in  1851,  afti:r  the  opening  of  tlu;  Erie  railway.  l'>  llie  sum  of 
$9,394,781).  being  of  exports  ?>4,0Ub,()()t),  of  injports  *5,a94,78().  The 
Ijudiilo  antl  iStati;  Liiu;  railway,  which  eoiuieels  that  city  with  Dun- 
kirk, also  connects  it  with  Erie,  i'a. 

The  citv  of  liullido,  the  j)ort  of  entry  of  this  district,  had  a  popula- 
tion in  1810,  of  1,508  persons  ;  in  J 8:20,  of  2,095  ;  in  .1830,  of  8,0(.)8  ; 
in  1840,  of  18,213;  and  in  1850,  of42,2(jl;  showing  an  increase  of  113 
per  cent,  from  16'-)')  lo  1840,  and  of  132  per  cent,  liom  1840  to  1850. 
This  would  h  :;,'!  to  Uie  conclusion,  on  tlu'  average  ral(M*f  increase  on 
the  last  leii  }•;.;-,  tiiat  on  the  1st  of  .January,  1852,  its  population  did 
not  fall  tin-  .sli<,n  of  50,478  persons. 

Bulliilo  occup.vi-  a  commanding  business  situation  at  the  western 
terminus  of  the  Erie  cinial  and  tlu;  eastern  t<.'rminii.s  of  Lake  Erie,  con- 
stituting, as  it  were,  the  great  natural  gateway  between  the  marts  of  the 
East  and  the  prnchacing  regions  of  liu;  West,  l()r  the  pa.?sagi'  of  the;  lake, 
commerce.  It  is  distant  from  Albany,  on  a  straight  line,  288  miles — by 
canal  303,  and  by  railroad  325.  From  Rochester,  73  mihs;  Irom 
Niagara  Falls  22,  SSE.;  Irom  Ch^veland  203,  ENF..;  Irom  Detroit  290, 
E.  by  N.;  from  Mackinaw  027,  SK,.;  ii-om  (.Jreen  Day  807,  E>SE  ;  liom 
Montreal,  Canada  East,  427,  S\V.;  and  from  Washington,  D.  C,  381, 
NW. 

The  harbor  of  Bullldo  is  constituted  by  the  mouth  of  Butfalo  creek, 
which  has  twelve  lo  Itjurteen  il-et  of  \v;iter  |()r  thi*  dislanci!  of  a  mile 
from  its  mouth,  with  an  averai:e  width  of  two  hundred  li-et ;  and  is  pro- 
tected by  a  fine,  substantial  stone  pier  and  sea-wall  jutting  out  into  the 
lake,  at  the  end  of  which  there  is  a  handsome  light-house  twenty  teet 
in  diameter,  by  ti)rty-six  liict  in  height ;  there,  is,  how<;ver,  a  bar  at  die 
mouth  preventing  the  access  of  any  vessels  dra.vving  above  ten  lt;et  of 
water.  A  ship-canal  seven  huiidred  y.uds  long,  eighty  teet  wide,  and 
thirteen  deep,  has  been  constructed  into  the  |)lac(!  as  a  further  accom- 
modation ti)r  vessels  and  ti)r  their  security  wiien  the  ice  is  running;  yet 
the  harbor,  which  is  perteclly  easy  of  access  in  all  weathers,  is  very 


fa 
n 
in 
c; 
tl 
in 


f  i   I 


COLONIAL    AND    LAKE    TRADE. 


88 


i 


far  from  hoing  ii(lo(iiiiil(!  to  the  cotniiu'rcc  oi'  tlin  placn,  iind  is  often  so 
much  ohsttiiclcd  hy  ■'^iii;!!!  cnili.  iind  ciiniil-hD.its,  ('S|H'cially  when  IokciI 
in  su(ldL'nl>  l)y  stress  oi'  wcMtlier,  tli;it  ingress  or  egress  is  ii  inniier  not 
easily  or  rii[>i(lly  efll'cted.  TIk!  extension  of  the  Erie  c!Ui;il  :i  mile  to 
tlie  esistwaicl  of  its  originid  tertninns,  :nid  lh((  eonslruction  of  .si(h'-euls 
into  it  tor  the  refuge  of  ho:its,  will  do  something  to  relievr;  this  prc.'ssnre  ; 
and  much  lins  he(>n  efli'cted  by  the  enterprise  of  the  city  uuthoritios,  who 
havo  .'ilreiidy  expended  l;ng(!  snms  in  the  cxcnvMlion  of  ship-cniiiis 
inside  the  sea-widl,  on  which  Wiuehonses  lor  the  storing  f)f  goods  iuul 
facilitating  tlie  transhipnienl  of  merchai  ilisi^  are  in  progre.-s  of  erertitni. 
Two  very  large  canal  hasins  are  also  in  progress,  nnder  the  auspices 


of  the  ^>tate,   (i)r  the   hette,    and 
This  will  tend  to  attract  them  fro 
increas(;  its  (tapacity  l()r  lake;  ship| 
is  being  constructed  near  the  moui 
thing  more  than  a  mile  distant,  east 


iccoinmodation  ol  (tanal-boats. 

harbor,  anil  will  materially 

I'tlu!  !d)Ove  named  basins 

rbor,  and  the  other  soiuc- 

ae  two,  being  in  the  innne- 


diatc;  vicinily  of  the  creek  and  comnnmic  iling  with  it,  and  also  with 
(!acli  other  by  canal,  will  alll)r(l  ampl(>  faeilities  li)r  transhipment  to 
both  sides  i»f  the  city. 

More  than  this,  however,  is  rcf|nired,  to  meet  the  demands  of  tin; 
larg(!  and  daily  increasing  commerce  of  the  place,  and  it  is  contempla- 
ted to  open  u  new  channel  from  the  lake?  to  the  creek,  at  above  a  mde's 
(listanc(Hrom  its  month,  ■  across  the  isthmus,  which  is  n(>t  above  two 
hundred  and  fifty  yartls  in  wiillli  ;  and  this  improvement,  with  the  erec- 
tion of  a.  new  Invakwater,  would  nauler  it  sullicienlly  capacious  l()r 
tlie  computed  int.'reast-  of  sliipj)ing  i()r  many  years  to  come. 

Bulliilo  is  a  handsome  and  well  built  ciiy,  with  streets,  i»)r  tin.'  most 
part,  rectangular  and  lectilinear,  and  many  handsome  i)uildings.  It  is 
the  terminus  of  that  stupendous  State  work,  the'  Krie  eanal  ;  ot'  three 
lines  of  railway  coiuiecling  it  directly  with  New  York;  and  of  one  eom- 
inunicuting,  through  Albany,  with  both  iIk;  cities  of  New  York  and  Bos- 
ton. Jt  is  also  the  eastern  terminus  of  the  liullido  and  State  Line  rail- 
way, whicli  is  destined  lo  extend  westward,  by  means  of  the  sonth 
shore  railways,  to '1'o1(m1o,  Detroit,  and  (,'hicago.  A  railioad  is  also 
projected  hence  to  Brantl!)rd,  in  Canada  Wi'St,  which  will  o})en  to  th(! 
city  the  whole  trade;  of  the  rich  agricultural  valley  of  the  Grand  river, 
with  the  atljaci.'nt  lumbeiing  districts,  and  is  destined  to  connect  with 
the  gr(\it  westf-rn  road,  and  tliencH',  via  Detroit,  \\  ith  all  [he  West,  and 
by  Lake  Huron  with  the  mineral  regions  of  Jjake  Superior.  It  has  a 
dry-dock  of  suflicient  ea|)aeity  to  admit  a  stc^amer  of  sixteen  hundred 
tons  burden,  and  thnu;  hundn.-d  and  twenty  tl'et  length,  with  a  ma- 
rine railway  to  liicililatc;  the  hauling  out  and  icpairing  of  vessels. 
There  is  also  near  the  same  ship-yard  in  which  these  are  to  be  l()und,  a 
large  derrick  lor  the  himdling  ot'  boilers  and  he;ivy  machinery.  In 
short,  it  appears  that  this  city  is  resolved  to  k(>ep  fully  abreast  with  the 
progress  of  tin;  tinjcs,  and  not  to  lose  the  start  which  she  took  by  Ibrce 
of  her  natural  advantages  through  any  want  of  energy  or  exertion. 

As  being  the  oldest  port  on  Lake  Erie,  and  hiiving  taken,  aivl  thus 
far  held,  the  lead  in  the  amount  and  value  of  her  lake  conmu  rce,  the 
commercial  returns  of  Buffalo  are  fuller  than  those  of  most  other  j)orts  ; 
and  as  the  history  of  her  commercial  progress  is  little  less  than  the 


n 


•,•*!. 


.J^.  w. 


IMAGE  EVALUATION 
TEST  TARGET  (MT-3) 


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1.25  III  1.4    II  1.6 

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6"     

► 

Photographic 

Sciences 

Corporation 


23  WiST  MAIN  STRIET 

WEBSTER,  N.Y.  14580 

(716)«72-4S03 


4: 


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ANDREWS'   REPORT   ON 


i 


history  of  the  rise  and  advancement  of  all  the  commerce  west  of  it, 
no  apology  will  be  necessary  for  entering  somewhat  fully  into  the  his- 
tory of  the  lake  commerce  of  Buffalo,  and  its  details,  at  this  time. 

This  commerce  dates  its  actual  commencement  from  the  year  1825, 
the  year  in  which  the  canal  was  finished  and  opened,  so  as  to  connect 
the  waters  of  Lake  Erie  with  the  Atlantic;  though  the  first  craft 
which  navigated  those  inland  waves  was  built  manj  years  anterior  to 
that  date.  The  first  American  vessel  which  navigated  the  waters  of 
Lake  Erie  was  the  schooner  Washington,  built  near  Erie,  in  Pennsyl- 
vania, in  1797.  The  first  steamer  on  this  lake  was  constructed  at 
Black  Rock,  in  1818.  In  1825,  however,  the  whole  licensed  tonnage 
of  all  the  lakes  above  the  Falls  of  Niagara  consisted  of  three  steamers 
of  772  tons,  and  54  sailing  craft  of  1,677  tons,  making  an  aggregate  of 
steam  and  sail  tonnage  entering  the  port  of  Buffalo  of  only  2,449. 

In  1830  tliis  had  increased  to  ]  6,300 
In  1835  "  "  30,602 

In  1841  "  «         55,181 

In  1846  "  "  90,000 

In  1851  "  "        153,426 

It  will  be  observed  that  the  ratio  of  increase,  during  this  series  of 
years,  was,  from  1825  to  1830,  113  per  cent,  per  annum. 

•       1830  to  1835,    18        " 
1835  to  1841, 
1841  to  J  846, 
1846  to  1851, 

Astonishing  and  unprecedented  as  is  this  increase,  it  yet  gives  no  ade- 
quate idea  of  the  increase  of  business  transacted  by  it ;  for  the  changes 
which  the  last  quarter  of  a  century  has  wrought  in  the  construction  and 
models  of  vessels — adapting  them  to  greater  speed  and  capacity  for 
burden,  together  with  the  improvement  in  the  modes  oi'  shipping  and  dis- 
charging cargoes — have  increased  the  availability  of  the  same  amount  ot 
tonnage  more  than  tenfold.  In  order  to  ascertain  the  real  augmentation 
of  the  commerce  of  Buffalo,  during  the  period  above  mentioned,  recourse 
must  be  had  to  the  quantities  of  the  articles  transported.  In  1825,  and 
for  many  subsequent  years,  all  the  grain  cargoes  were  handled  in 
buckets,  and  from  three  days  to  a  week  were  consumed  in  discharging 
a  single  cargo,  during  which  lime  the  vessel  would,  on  an  average,  lose 
one  or  two  fair  winds ;  whereas  the  larg(!St  cargoes  are  now  readily 
discharged  by  steam,  in  fewer  hours,  than  in  days  at  that  time. 

Again :  steamers  now  require  but  twelve  hours  to  make  trips  for 
which  three  days  were  then,  at  the  least,  necessary. 

Up  to  the  year  1835  the  trade  consisted  principally  of  exports  of 
merchandise  to  the  West.  During  that  year,  however,  Ohio  commenced 
exporting  breadstufls,  ashes,  and  wool,  to  some  extent.  The  following 
table  exhibits  the  (juantities  of  several  leading  articles  oi"  western  pro- 
duce, during  the  various  periods  iiom  1835  to  1851 : 


m 

(( 

(( 

12 

(( 

(i 

14 

t( 

(( 

COLONIAL  AND   LAKE    TRADE. 

Articles  shipped  eastward  from  Buffalo  by  canal. 


85 


Articles. 

1835. 

1840. 

1845. 

1850. 

1851. 

Flour barrels. . 

Wheat bushels . . 

CJorn do. . . . 

86,233 

95,071 

14,579 

6,502 

4,419 

2,565,272 

140,911 

1,030,632 

633,700 

881,192 

47,885 

25,070 

7,008 

22,410,660 

107,794 

3,422,687 

717,406 

1,354,990 

33,069 

68,000 

34,602 

88,296,431 

2,957,007 

6,597,007 

984,430 

3,304,647 

2,608,967 

146,836 

17,504 

159,479,504 

8,805,817 

17,534,981 

1,106,352 

3,668,005 

5,789,842 

117,734 

25,585 

75,927,659 

7,857,907 

11,102,282 

Provisions  . . .  .barrels. . 

Ashes do.... 

Staves number. . 

Wool pounds. . 

Butter  ) 

Cheese  > do 

Lard    ) 

The  figures  above  are  taken  from  the  canal  returns  for  the  several 
years,  and  of  course  do  not  embrace  the  whole  imports  of  the  lakes, 
but  are  given  as  the  best  attainable  standards  of  the  increase  of  lake 
commerce,  up  to  the  date  when  the  statistics  of  that  commerce  began 
to  be  kept  in  a  manner  on  wliich  reliance  might  be  reposed. 

The  table  next  ensuing  will  give  a  fuller  and  more  satisfactory  idea 
of  the  actual  increase  of  the  trade,  as  well  as  of  the  various  kinds  of 
articles  received  at  Buffiilo,  during  a  series  of  consecutive  years.  In 
this  table  all  packages  of  the  same  article  are  reduced  to  a  uniform 
size ;  and  for  this  reason,  probably,  some  articles  wiU  be  found  to  vary 
in  quantity,  tiir  the  year  1851,  from  the  figures  contained  in  the  report 
made  up  at  the  collector's  office,  and  furnished  by  Mr.  Wm.  Ketchum, 
the  collector,  showing  the  receipts  at  Buffalo,  Dunkirk,  and  Tonawanda, 
by  lake,  together  with  their  tonnage,  their  value  at  each  point,  and  their 
aggregate  lor  all  the  points  combined. 

The  following  table  was  made  up  from  day  to  day,  during  the  several 
seasons,  and  will  be  Ibund  substantially  correct.  By  reference  to  the 
official  tables,  following  this  report,  some  details  will  be  found  very 
curious  and  interesting  at  this  juncture,  for  reasons  which  will  be  ad- 
duced herealter : 


86 


ANDREWS     REPORT    ON 


Articles. 


Flour barrels. 

Pork do... 

fioef. do... 

Bacon pounds . 

Seeds barrels . 

Lumber feet . . 

Wool bales . 

Fish barrels. 

Hides No. 

Lead pigs. 

Pig  iron tons. 

Coal do . . 

Hemp bales. 

Wheat bushels. 

Corn do . . 

Oats do.. 

Rye do.. 

Lard ^ pounds. 

Tallow do.. 

Butter do . . , 

Ashes casks. . 

Whiskey do . . , 

Leather rolls. . 

Staves No. . 


1848. 


1,294,000 

66,000 

53,812 

included  in  pork 

22,020 

21,445,000 

40,024 

6,620 

70,750 

27,953 

4,132 

12,950 

865 

4,520,117 

2,298,100 

560,000 

17,809 

5,6.S2,112 

1,347,000 

6,873,000 

9,940 

38,700 

3  313 

8,091 I 000 


1849. 


1,207,435 

59,954 

61,998 

5,193,996 

21,072 

33,935,768 

49,072 

5,963 

62,910 

14,742 

3,132 

9,570 

414 

4,943,978 

3,321,661 

362,384 

5,253 

5,311,037 

1,773,650 

9,714,170 

14,580 

38,753 

3,870 

14,183,602 


1850. 


1,088,321 

40,249 

84,719 

6,562,808 

9,674 

53,076,000 

53,443 

10,257 

72,022 

17,991 

2,881 

10,461 

421 

3,672,886 

2,504,000 

347,108 

.50 

5,093,532 

1,903,528 

5,298,244 

17,316 

30,189 

8,282 

19,617,000 


1851. 


1,216,603 

32,169 

73,074 

7,951,500 

11,126 

68,006,000 

60,943 

7,875 

48,430 

28,713 

2,739 

17,244 

3,023 

4,167,191 

5,988,775 

1,140,340 

10,653 

4,798,-500 

1,053,900 

2,343,900 

13,509 

66,524 

8,188 

10,519,000 


At  the  present  moment  the  official  (locume>nts,  alluded  to  above  as 
following  this  report,  merit  something  more  than  ordinary  attention,  as 
they  display  the  character,  quantity,  and  estimated  value  of  each  article 
passing  over  the  lakes  eastward,  in  pursuit  of  a  market,  and  the  places 
of  shipment  on  the  lake  indicating,  with  sufficient  accuracy,  the 
regions  wiicre  produced.  Thus  it  will  be  observed  that  the  small 
amount  of  cotton  received  came  via  Toledo,  which  may  be  held  to  sig- 
nify that  it  reached  that  point  by  canal  from  Cincinnati,  to  which  place 
it  had  been  brought  from  the  .southward  by  tiu  *^hio  river.  The  same 
remarks  will  apply  to  tobacco,  and  in  som-  t  to  flax  and  hemp. 
The  latter,  however,  arrive  in  nearly  equal  »;i.  .<itities  by  this  route, 
and  by  the  Illinois  river,  the  Illinois  and  Michigan  canal,  and  by  lake 
from  Missouri. 

Nothing  can  be  more  interesting  or  instructive,  as  connected  with  the 
lake  trade,  than  statistics  like  there,  .showing  whence  come  these  vast 
supplies,  and  what  superficies  of  country  is  made;  tributary  t«)  this 
immense  commerce. 

The  rec'ipitulation  of  the  tables,  rcterred  to,  shows  the  commerce  of 
Bufl'alo  to  have  been — 

In  1851,  of  imports,  731,4()2  tons,  valued  at $31,889,951 

exports,  204,530     "         " 44,201,720 

Making  an  aggregate  of. 76,091,071 

In  1850  it  was.". 07,027,518 

Increaseon  1851 9,064, 153 


COLONIAL   AND   LAKB   TRADE.  87 

Of  the  trade  there  were,  in  1851,  imports  from  Canada. . .      $507,517 
"  ••  "      exports  to  Canada 613,948 

Total  Canadian  trade  of  1851 1,121,465 

Of  the  trade  there  were,  in  1850,  imports  from  Canada. . .     $307,074 
<•  "  "      exports  to  Canada 5^20,196 

Total  Canadian  trade  of  1851 527,270 

Increase  of  Canadian  trade  on  1851 $594,195 

It  is,  perhaps,  proper  here  to  observe  that  much  of  the  property 
purchased  in  Buffalo  for  the  Canadian  market  passes  over  the  Niagara 
Falls  railway  to  the  suspension  bridge,  where  it  is  reported  as  passing 
into  Canada  from  the  Niagara  district,  and  is  as  such  reported  as  the 
trade  of  that  district. 

The  tonnage  of  this  port  exhibits  an  increase  no  less  gratifying  than 
that  of  the  commerce. 

Tonnage  for  1851. 


I 


I 


I 


Crews, 
total. 

BRITISH. 

AMERICAN. 

Vessels. 

Tons. 

Vessels. 

Tons. 

7,227 
7,486 

601 
»i93 

72,212 
71,241 

170 
205 

30,100 
31  927 

dnnriLTiocs  ....•■>>••••*■•>••■•■ 

AvcrrflfTiitG.  .......>>■.■•■•••■••. 

14,713 

1,194 
939 

143,4.'i3 
119,537 

.375 
528 

69,027 
56  048 

Do       of  1850 

inc.     255 

doc.   5,084 

dec.  153 
255 

inc.  12,979 
5  084 

AffoTPtfale   increase  for   1851  . . . . . 

102 

7  895 

;:!i: 


w\ 


Coasting  trade  for  1851. 


of 


Outward. 
Inward  . . 


Total  coasting. 


Total  coasting  and  foreign. . . . 
Do.      do.  uo.     1850. 


Increase  of  1851. 


No. 


3,719 
3,762 


7.481 


9,050 
8,444 


606 


Tons. 


3,037,530 
2,713,700 


373,830 


I 


Men. 


1,448,772  60,374 

1,433,777  !        59,705 


2,882,049  i      120,079 


134,792 
125,672 


9,120 


This  array  of  tonnage  would  suffer  little  by  comparison  with  that  of 
any  of  our  Atlantic  ports.     It  is  composed  of  107  steamers  and  steam- 


i)^  9 


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AMOBBWS    RBFORT  ON 


propellers,  and  607  sailing  vessels,  varying  in  size  from  steamers  of  310 
feet  length  and  1,600  tons  burden,  to  the  smallest  class  of  both  steam 
and  sailing  vessels.  It  is  a  significant  fact,  that  out  of  nearly  7,000 
tons  of  vessels  building  at  Buffalo  on  the  Ist  of  January,  1862,  there 
was  but  one  sailing  vessel — of  230  tons — the  remainder  consisting  of 
Steamer's  and  propellers;  showing  conclusively  that  steam  is  daily 
growing  more  rapidly  into  favor  in  a  trade  so  admirably  adapted  to  its 
successful  application  as  that  of  the  western  lakes. 

The  present  population  of  Buffalo,  as  stated  above,  is  estimated  at 
60,000  persons  ;  the  principal  part  of  the  inhabitants  being  employed 
in  occupations  more  or  less  closely  connected  with  the  commerce  of  the 
lakes  and  canals. 

There  is,  moreover,  much  manufacturing  successfully  carried  on  in 
this  place,  more  especially  in  leather,  iron,  and  wood. 

In  the  above  calculation  of  the  commerce  of  Buffalo,  no  estimate  has 
been  made  of  the  enormous  passenger  trade,  or  of  the  value  of  the 
many  tons  of  valuable  goods  and  specie  transported  by  express  over 
the  railways  and  on  board  the  steamers.  But  were  it  possible  to 
arrive  at  the  value  of  such  commerce,  it  cannot  be  doubted  that  it  would 
swell  the  aggregate  amount  of  the  trjide,  bv  many  millions  ol'  dollars. 

The  enrolled  and  licensed  tonnage  of  this  district  is  22,438  tons,  of 
gteam  measurement;  and  23,619  tons  of  sail,  enrolled. 


COLOiriAL  AND  liAKE   TRADB. 


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103 


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104 


ANDREWS     REPORT   ON 


I 


Statement  showing  the  rstimnfrd  value  of  each  aggtrfrale  of  the  serrral  arti- 
cles riccikcd  at  each  of'  the  several  ports  in  the  (lis/riet  <>/'  liiijluto  Creek 
coaxttelsr  ami  from  Canada,  and  total  values  of  all,  for  the  ijcar  ending 
the  '61si  December,  1851. 


RECEIVED  AT  flUFFALO. 


Articlos 


Ashes 

Ale 

Aie 

Alcoluil 

Barloy 

Beef 

Beef 

Beef 

Bark , 

Baroii  uiid  liuiiis 
Bacon  iiiui  hiiiiis 
Baouii  iiiui  hums 
Bacon  iind  hitins. 
Bacon  and  hams 
Bacon  and  hams 

BccN\Va.\ 

ficcKwax , 

Beeswax 

BruoniH 

Broom -corn  . . . . 
Broom-corn  . . . . 

Bookn 

Boots  and  shoes 

Bladders 

Butter 

Butter 

Butter 

Butter 

Butter 

Beer-pumps  . . . , 
Bcer-lmttles  . . . , 

Bath  brick 

Brick 

Brick 

Bones 

Bones 

Bristles 

Bristles 

Brandy 

Brandy 

Buffalo  robas. . . 

Candles 

Carpeting 

Carriages , 

Cedar  posto, . . . 
Cedar  posts. . . . 

Cement 

Cheese , 

Cheese 

Cheese 

Cider , 

Cigars , 

Coal , 

Copper 

Cop))er 

Copper 


Quantities, 


Packages. 


13,721 

;<!> 

7  Hit 

ifir.,iHH 

54,414 

(),:J-J-> 

.S.'ili 

l-,".l 

4,i.'l.'V 

1, -'.>:-> 

3,540 

!I5 

1,284^ 

2.-)7 

!t 

32 

2,28(1 

5,238 

8.i 

340 

84 

7 

19,251 

1,22<) 

l,l.')fi 

18 

8 

2, 

1,0110. 

805. 

37,800 

50 

5 

272 

10 

20 

4 

4 

3.24(5 

3,551 

57 

171, 

1,530. 

42 

521 

163,0i»9 

701 

C2 

84 

57 

17,001) 

540 

243| 

15 


casks  

barrels 

dozen  iiottles. 

casks 

Iiiishel.s 

barrels  

tierces 

casks  


packages  . . 

l)oxes 

I)arr(ds  ,. . . 
tierces  .. . . 

casks 

hogsheads  . 

tons 

barrt^ls  .. . , 

casks 

boxes 

dozen 

bales  

tons 

boxes  

Ik)Xcs 

barrels  .. . . 

kegs 

Krkins 

barrels  .. . , 

casks 

hogsheads  , 


tons 

tons 

hogsheads , 

sacks 

casks 

hogsheads . 

casks 

bales  

boxes  

rolls 


cords. . 
barrels  , 
boxes  . , 
casks.. , 
tons.. . , 
barrels  , 
cases. . , 
tons  , . , 
barrels  , 
tons  . .  . 
masses , 


Pounds. 


97 
15(i 


Value. 


(i,8(i0,.'i00 

18,ti(M» 

720 

284.040 

7.077.024 

7.4I2.4MO 

2.4K8,HU0 

178,000 

12,900 

70,800 

1,348,H0() 

71(1. 800 

l,77ii.iMm 

(;i;..'ioii 

2,5(i8..'ioo 

38,,V)0 

2,700 

3,200 

2-»,f00 

l,047.(iOO 

it;..')()o 

102,1100 

5.040 

2.100 

1.925,100 

122,900 

28!I.0(I0 

7.200 

4,800 

100 

1.000 

3,220 

151.200 

112.000 

10,000 

113,500 

2,000 

GOO 


4.200 
194,7()(l 
IOC,. 530 

1,140 
119,700 


800 
300 


3,,5!H;,280 

25,200 

11.4(M) 

34,018,000 


\ 

i,3ii,.5o6  1^ 


*291,550 

388 

lfi..5fi9 
110,333 

521,894 

C45 

405,765 

8,890 

3,420 

03,879 

8.. 500 
3,300 

84 

234,859 

10 
94 
64 

330 

1,820 
400 

1,480 

102,300 

21,306 

1,710 

8,550 

858 

1,042 

346,256 

252 

2,850 
08,036 

200,700 


COLONIAL   AND   LAKE    TUADE. 
nKCKIVED  AT  BUFFALO— Contiuuoil. 


106 


10 
24 
G4 


ArticlcH. 


QimntiticH. 


Packngou. 


Coffeo 

Cum 

Corn  iiiual.. . 

Cotton 

Cranbcrrii'H. . 
Door  ttkiiis.. . 
Eartlictiwaro 
Eartlii'iiwiire . 
EurtluMiwuri! . 
Eggs. 


FeatluTH 

Felt 

Fish 

Firevoiid 

Flax  and  Ii(mii|i. 

Flaxscfd 

FlaxBood  

FlaxBPcd 

Flour 


Fruit,  iricni 
Fruit,  (Irifd. 
Fruit,  diii'd. 
Fruit,  dried. 
Fruit,  lirit'd. 
Furniturt!  .. 
Furniliiri!  ., 
Furnitiiri'. .. 

Furs 

Fur8 

Furs 

GinscMfT.. . , 
GinsoiifT . . . , 
Ginseiiir . . . 

Glass 

Glass 

Glassware, . 
Glassware. . 
Glassware.. 
Glassware.. 

Ghio 

Gr 


irease 


Grindstones 

Grindstunes 

Hats 

Hair 

Hides 

Hides 

Hides 

Fligh  wines 

Hogs 

Horned  calllo. . . . 

Horses 

Hops 

Horns  and  hoofs. 

Hardware 

Hardware 

Hardwii  r(^ 

Hardware 

Iron 

Iron 

Iron 

Iron 


5.3 

,'J.18,74(i 

:no 

1,417 

•Kil) 

l.'i4 

3 

116 

ii,4:w 
3,  ;<:»(; 
i,(i:»7 
y.iwi 

2,471 
113 

1,338 

l,H.-)7 

,21fi,(it»3 

2,108 
2,()it5 

21  »8 

u>:> 

303 

327 

1,925 

2 

2,285 

115 

5!t 

222 

7 

195 

3,185 

18 

1,830 

611 

710 

48 

291 

1,1. '■)4 

4,7.53 

1,723 

18U 

364 

48,013 

604 

26 

62,780 

97,697 

8,594 

2,761 

7 

269 

643 

81 

2,010 

890 

6,050 

7,186 

540 

197 


saeks 

I)UsIh31h.  . . 
Iiarrelri. . . 

bales 

barrels. . . 

bales 

casks  . . . . 
barrels  .  . . 
crates. . ,, 
barrels . . . 
sacks  . . .. 

rolls 

barrels  .  . . 

eords 

bales 

tons 

sacks 

barrels  .  . . 
barrels  . . . 
I)arrels  . . . 
barrels . . . 
boxes  . .  .. 
baskets  . . 

sacks 

boxes  . . . . 
packages. 

tons 

packs  . . .. 
boxes  . . . . 
casks  . . . . 
barrels  . .. 
boxes  . .  . . 
packages, 
boxes  . .  . . 

tons 

Itoxes  . .  . . 

casks 

packages . 

tons 

barrels  . . . 
barrels  . . . 


tons 

cases  ,  . . . 
packages. 


bundles 
tons. . . . 
casks  . . 


bales 

hogsheads , 
boxes  .... 
barrels . .. . 
bundles  . . . 
pieces .... 
pieces .... , 

I  tons 

casks  . , . . , 
bundles  .. . 


Pounds. 


5.300 
332, 469, 776 

(i;f,',(;()4 
i;i9,.')i)0 

l!tri,3«0 
130,21)0 


Hi,  (1(10 

15,6(l0.4riO 

166,800 

10,.'i70 

2,994,300 

164,0110 

1,337,9,)0 


64H,9-J0 

26-2,7f<(;,>,'48 

2 10,  WO 


528,850 


487,100 


245,900 


22,710 
"195*250 


."■as,  1(10 

29,1(10 

259,650 


3,921,300 

9,0(10 

109,200 


3,478,9.^)0 

22,600,800 

9,769,70(1 

5,156,4(1(1 

2,208,800 

2,100 

201,750 


209,720 


15.412,260 


Value. 


$530 
2,672,4.36 

5,858 
13,950 

8,502 
46,500 

8,136 

91,4.56 
66,720 

528 
59,886 

246 
44,478 

21,609 

4,258,110 
2,108 

14,711 


65,400 

245,900 

6,052 
7,810 

33,360 

4,365 
17,310 

30,598 

4,500 
1,092 

188,765 

627,800 
635,011 
257,820 
165,660 
784 
4,304 

18,849 
301,436 


t    '  i  'I  I 


'Ml 

"  (■■; 


i  is 


111 

I'm 


ill 

Til 


I  III 


106 


! 


I 


ANDREWS'    REPORT  ON 
RECEIVED  AT  BUFFALO— Continued. 


Artioloi. 


Quuntitiei. 


Package!. 


NaUi 

Lard 

Lard 

Lard 

Load 

Lead 

Lead  pipe 

Leather 

Loatlior 

Lumber,  black  walnut. 
Lumber,  black  walnut. 
Lumber,  black  walnut. 

Oak,  timber 

Oak,  timber 

Oak,  timlwr 

Ship-plank 

Lumber 

Shingle  bolls 

Latha 

Shingles 

Malt 

Machines 

Machines 

Machines 

Mattresses 

Merchandise 

Morchandisa 

Merchand  Iho 

Medicines 

NuU 

Nute 

Nuta 

OatB 

Oil 


Oil 

Oil-cloth 

Oil-cakc 

Oil-cake 

Oil-stones 

Paint  (clay)... . 
Paint  (lead).... 

Paper 

Paper 

Paper 

Pianos 

Planter 

Peas  and  beans. 

Poultry 

Poultry 

Railroad  tics.. . 

Pork 

Potatoes 

R^ga 

Ra?" 

Reapers 

Roote 

Rope 

Rye 

Salteratus 

Salffiratus 

Sausages 

Sheepskins  . . . . 
iins .... 


.S.OSl  kogs 

'J, 354  barrels... 
2,4H2  casks.... 

2,577  kegs 

20,888  pigs 

HO  tons 

18  pnc^kngos  . 
8,343  rolls 

121  boxes  .... 
661,479  feet 

153  tons 

1,511  pieces.. . . 

386,<J67root 

2,841  pieces.... 
6,214i  tons  .... 

789, 142  feet 

81,773,633  feet 

31UJ  cords.. . . 
12, 634  bundles... 

6,099  M 

896  bushels. . . 

73 

21  pieces.. . . 

15  boxes  ... . 

182 

654  boxes 

1 ,590  packages. 

47  bales 

679  packages . 
978  barrels...* 

69  casks 

16  boxes 

1,133,811  bushels. .. 

6,023  barrels... 

232  boxes  

23  packages . 
.^83  liogshcuds 

1,845  tons 

78  boxes  .... 
6,417  barrels. . . . 

88  kegs 

5,096  bundles... 

122  boxes  

1,200  roll 

18 

90  tons 

949  barrels..., 

300  pounds. . . . 

75  boxes  ... , . 

12,734 , 

32,825  barrels..., 
11,446  bushels. . . , 

33i  tons , 

10,. 308  sacks , 

289 

202  bales 

138  packages . . , 
19,435  bushels... . 

270  boxes 

617  barrels 

46  barrels  . . . . 

7  tons  

7,376  bundles.... 


Pounds 


395,100 


3,305,150 


1,622,160 
3,600 


864,550 


3,706,500 


4,643,100 

851,(HMI 

245, 318, (MM) 

465,7.'iO 

505,720 

1,219,WM) 

26,88(1 


92,200 
5,460 


Value. 


687*,  .3(H)'!*! 
35,500 

160,720 

36,281,952 
1,81 8,. 'iOO 

6,900 
3,981,500 

3,120 
1,933,900 

289,200 

9,000 
180,(MU) 
189,800 

4,050 

3,546,800 

10,.')04,0(M) 

686,760 

2,128,100 

231,200 

30,. 300 

20,700 

1,088,360 

193,210 

11,500 

1,489,200 


#15,804 
383,156 

81,100 

180 

758,130 

14,000 

74,723 

15,780 

8,995,100 

3,105 

2,938 

15,245 

806 


8,260 


1,093 

113,550 

1,340 

3,444 

340,143 

151,503 

1,380 

30,007 

156 

22,899 

86,016 

1,800 
540 

2,847 

399 

4,202 

393,900 

6,868 

53,202 

57,800 
1,010 
2,760 

11,661 

13,455 

552 

187,900 


COLONIAL  AND  LAKB   TRADE. 

RECEIVED  AT  BUFFALO— Continued. 


107 


Articloi. 


Shoep 

Seed 

Seed 

Seed 

Stone 

Stone 

Soap 

SUrcli 

SUrch 

Stavea  . . . . 
Stave  bulla. 
SundrioR. . . 

Tallow 

Tea 


Tin 

Tobacco 

Tobacco 

Tobacco 

Tongues 

Tripe 

Typo 

Varninh 

Veneorinir 

Ware 

Ware 

Wine 

Wine 

Wheat 

Wool 

Wool 

Wooden  warn... 
Curriers'  blocks. 

Handspikes 

Oara 

Oara 

Oara 

Wai;on  woodu... 


Quantities. 


Package*. 


18,906 

3,758  barrels 

377  boxes 

113  cask 

3,172  tons 

485  boxes 

338  boxe 

S27  barrels 

3,306  boxes 

10,696,000 

31 i  cords 

6,924  packages... 

3,432  Urrols 

62  chests 

66  boxes 

1,417  hogsheads. .. . 

852  boxes 

18  barrels 

317  barrels 

219  barrel 

113  boxes 

10  barrels 

39  boxes 

2  tons 

107  packages. . . 

116  boxes 

1 1 J  casks 

4,0.'>0,310  bushels 

61,336  bales 

48J  tons 

3,526  packages.. . 
825.  ••••■...... 

1,480 

40  tons 

413,000  feet 

85,792 

27,288  pieces 


Pounds. 


Total  pounds. 


Tons  of  2,000  pounds. 


1,513,480 
745,680 

4,373,100 

25,350 

141,580 

99,144,000 

94,500 

2,077,200 

608,000 

5,. 580 

6,600 

1,717,900 

69,440 

70,080 

11,300 

4.000 

7,800 

36,100 

8,080 

240,0'8,G00 

12,364,700 

473,050 
33,000 
14,800 

2,346,520 

119,152 


1,462,923,246 


731,461.1246 


RECEIVED  AT  DUNKIRK. 


Ashes , 
Ale... 
Ale... 


147  casks , 


Alcohol 
Barley . , 


Beef. 
Beef. 
Beef. 

Bark 

Bacon  an<1  hams. 
Bacon  and  hams. 
Bacon  and  hams. 
Bacon  and  harns. 
Bacon  and  lmin». 
Bacon  and  hams. 

Beeswax 

Beeswax.. 

Beeswax 


9,293  barrels 
487  tierces . 


1 1  tons  . . . 

833  barrels. 

2  casks  . . 


4  barrels. 


91,850 


3,192,910 


270,568 


600 


Value. 


#47,365 
49,710 

8,496 

1,014 

8,238 

320,880 

136 

311,580 

43,776 

2,233 

660 

207,888 

3,255 

3,285 

1,017 

300 

780 

1,497 

2,155 

2,835,217 

3,709,410 

14,104 
825 
177 

63,840 

1,637 


31,889,951 


3,638 


80,675 


11,922 


190 


n 


I 


iM 


m 


■I  ■ 


\n. 


if  5 


08 


Andrews'  uei'out  on 

IlKClilVKI)   AT  DlNKiriK— CoHliniiod 


Articlu*. 

Uuuiititiui. 

Piickajfoi. 

ruuudn. 

Viiliia. 

Broom* 

Brooiii-riini 

1           2110  bnlei* 

Hi    ItllM'M 

4  boxen 

40,000 

3,200 
200 

Bruoin-ciini 

|2,400 

Roukii 

liuuti)  mill  MJiuut* 

400 
I  (JO 

Bladdi'iH 

BiitUtr 

C,2:i0  lu-iTM 

[            639,800 

Butter 

Biittor  . . . 

63,700 

Btilttir 

rtli  liarrel* 

Buttpr 

1 

Boor-ttiiiM|)H 

Bofr-lloltllM 

' 

Biii.i  iiricli 

•\{)  (KID    

120  0(10                    I''''* 

Brii-k 

•  • » • 

Brick 

Bone* 

...; 

BoneH 

BriKtloH 1 

BriBtlcw 

Braruiv 

Burtulo  riilfiw 

11  Imlf 

H   llll.M  s 

3  rolls 

1,1IH) 

240 

•JO 

2,100 

550 

CiindlcH 

48 

90 

ISO 

Carpt'tinj; 

Ciirriii{,''os 

n 

Codar  (><)^lH 

Cedar  poNtN 

(.'otneiil 

CllDOSC 

Cheesp 

/      10,178  boxig 

j             204,1(H» 
3,3(K) 

20,399 
88 

Cheese 

Cider 1 

I                2  caKkn 

11  biirrclg 

Cijyars .! 

Coal 1 

1   .'i32  OtM*                  '<  <I<<'1 

Conner 

)               f)  biirrrls 

i               "2  iiiassefl 

J                4,000 

lOU 

2(i3.(i:t2 

1,2% 

' 

Copper j 

2,800 

Conjier ' 

Coffee 

J  Mnck 

10 

Corn 1 

Corn-ineiil ' 

4,C!>7  busli.dK 

(i  barri'lH 

2.113 
12 

Cotton 

Crnnberri(i'< 

r)4'>  barrels 

y  bales 

87,200             :«.').'in 

Deer-skiiis 

a«o 

1 

100 

Earthenware 

2  I'askrt 

Earthenware 

2<rate8 ^                  1,400 

1  barrel I> 

IjSOMbarreis i'      U>0 

llHsackd .i.itlMi 

139 

Earthenware 

Eggn 

Feathorti 

:i,624 
2,360 

Felt 

Fish j 



Gib  barrels 

185,400 

3,708 

Firewood 

F!ax  and  liemp 



Flrxseed '• 

'           422  sack 

61,7.'«.'>  barrels 

Hit!  l)arr(!ls 

42,200 

13,334,760 
21,760 

FluA'-ipd 

Flaj.  c,  •■    1 

Fliia-      ; 

t'l'uil,  gr<f>n      

1,055 

216,072 
136 

Fru't,  ci;..i, ' 

i- ill:'.,  dr'i'ii   . . . .' 

Fruit,  drifd ,, 

COLONIAL    ANO    LAKE    TIIADK. 
IIKCKIVKD   AT   l)r\KlllK-roiitimi.«!, 


!(«> 


400 


;j,70o 


l.'>0 


•  •  •  t 

•  •  •  • 

•  •  •  • 

•  •  •  • 

•  •  ■  • 

•  •  •  • 

550 
4H 
90 

l.'iO 


Articlnr 


Qimntltloi. 


.ifL'h. 


Fiiriiitiii' 
Furtillu 
Fiiniiiui 
Funi . . . 
Fum . . . 
Flint . . . 
(■Jinwiiii;' 

UillHttllur 
(jrillHOlli:' 
RIlIMH   .  . 

GlimM  . . 

Gi  lilHKW  I  .  M j 

(•laSNW  I' 
(tlllHKSV  I  I 
(illlHHV\  .1 

Cliui... 

<iri'ii!ii' . . 

(JrindHi.i 

<irinilMi.. 

llnU.... 

Ha 


166  im^JkkgeB . 
■it  piif.'li 


PolllidH, 


'i  l)arrulK. 


'If)  LoXt'M  , 


lair 


IlicloH 

Ilidl'K 

Ilidi'H 

Ili^ll  W  IMI'-I  . 
Hoifs 

floriKiil  •  .III 

llorMi'N 

II. 


•I" 


Horns  I  ml  IiuoI'm. 

llardvsMri) 

iliirdvv  III' 

Iliirdw.ii  ' 

Ilardvs  ire 

Iniii 

Iron 

Iron 

Iron 

NailH 

Lard 

I^rd 

Lard 

Loud 


I.IMd... 

Loud  |ii{ 
Leutlirt 

Lt'lltlllT 
LuilllllT 

Liiinlii'i' 
l,iiiiil»-r 
():ik  tn. 
CXil;  till 
Oiik  till 

Slll5>  |l!  I 

LlWitii^r  .  .  . 
Sliiii!,'!"   ...Ms 

Latlis 

S)litn;lfi  .  .  . 

Muh 

Macliiiii-s. . . 
Macliiiiis. . . 
IMiichini'M, . , 


I'li  ualniit. 

,  111  tell    Wiilimt . 

11  id;  Wiiliiiil. 


X 


ISH  (lackaifOH . 


3,4(M) 

:wo 

1,300 
fl,4H0 


T'J  liurroU. 

m> 

I'J  I  IllX'tl.. 


18,1100 

lH,(;iio 

QIO 


a,4<ii 

H  liiiiidli's. 

4f.'»  cuNks.. . 

11,71.) 

1.4.M 

^V.) 


173,(;7«) 

17.*i,M0t( 
.474, HIM) 

f<7:t.oiio 

IJii.'L'JIMI 


(i    lll.-lk!! 


'J7  piirkageii 


:t,oi)0 

1,310 


I  .'»s  kcjr« 

l,;2(il»  biirri'ls I 

•,'jl)  Kfil-i V 


IJjfOO 
310,t2'.O  I 


ll):i  r.ili.s I 

H  liiixes ) 


'.      GO. 000  fuiif. 


3.    00,000 


h:i,000  Jeot... 
y4r),000  pieces. 


ir),ooo 
r)',ooo 


;< 

13  boxes  , 


9,r>oo 


VahM 


3,40l» 
l,73<s 


l.OHO 

mi 


8,93H 

4.'«.)7 
'.)5,h:29 
43,()50 
l(;,74« 


513 

27,380 


.')!). 000  lH,ir,6 


8.400 


!K)a 

i*,a25 


050 


I 


.'  jf 


110 


ANDREWS*   REPORT  ON 
RECEIVED  AT  DUNKIRK— Continued, 


'■•! 


Articles. 


Mattresses... 
Merchandise  . 
Merchandise , 
Merchandise  . 
Medicines  .. . 

Nuts 

Nuts 

Nuts 

Oate 

Oil 

Oil 

Oil-cloth 

Oil-cake 


Oil-cake 

Oil-stones  . . . . . 
Paint  (clay).... 
Paint  (lead)  . . , 

Paper  

Paper 

Paper 

Pianos 

Plaster 

Peas  and  beans . 

Poultry 

Poultry 

Railroad  tics.. . 

Pork 

Potatoes 

R&gs 

Rags 

Reapers 

Roots 

Rope 

Rye 

Salaeratus 

Salmratus 

Sausages 

Sheepskins  . . . . 
Sheepskins  . . . . 

Sheep 

Seed 

Seed 

Seed 

Stone 

Stone 

Soap 

SUrch 

Starch 

Staves 

Stave  bolls 

Sundries 

Tallow 

Tea 

Tin 

Tobacco , 

Tobacco 

Tobacco 

Tongues 

Tripe 

Type 

Varnish , 

Veneering 


Quantities. 


1,073  packages . 
14  tons 


4  packages . 
9  barrels... . 


634  bushels . 

222  barrels.. 

15  boxes . . 


22  barrels. 


48  bundles , 


3.... 
1  ton 


1,000 

67  boxes 


Pounds. 


1,762  barrels.. 
2,005  bushels. 

14  sacks. . . 


1. 


55  packages. 
13  barrels .. . 


7  bundles , 

1,062 , 

220  barrels., 
6  sacks  . , 


88  boxes 
20  boxes 
4  boxes . 


573  packages , 
236  barrels ... 


92  liog.'<hcads . 

167  boxes  

10  kegs 

9  barrels  .. . . 


342,600 

200 

1,500 

20,288 

66,600 

4,500 


6,600 


2,000 

2,noo 

2,000 


4,000 


.'■>64,000 
120,000 

2,800 

1,000 


1,100 
5,000 


1,400 
85,000 

35,600 
4,400 

120 


162,000 
71,000 


133,700 

2,880 


Value. 


$56,450 

48 

27 

190 

5,550 

900 


77 


768 

300 
13 


415 


24,204 
1,203 

70 

300 


1,100 
260 

260 


175 

2,655 

2,461 

353 

60 

8 


171,900 
4,346 


18,588 
135 


COLONIAL  AND  LAKE   TRADE. 
RECEIVED  AT  DUNKIRK— Continued. 


■ 


Articles. 


Ware 

Ware 

Wine 

Wine 

Wheat 

Wool 

Wool 

Wooden  ware. . 
Curriers'  blocks . 
Handspikes .... 
Oars 


Quantities. 


Packages. 


100  packages , 
3  boxes  .... 


4,442  bushels. 


3,294  bales.... 
40  packages . 


Oars 

Oars 

Wagon  woods 


Total  pounds  , 


Tons  of  2,000  pounds. 


Pounds. 


32,300 

300 

266,520 

658,800 

7,460 


29,374,879 


14,687,879 


RECEIVED  AT  TONAWANDA. 


Value. 


$1,050 

15 

3,331 

197,640 

373 


959,857 


1,168  casks 

584,000 

23,360 

Ale 

Ale 

Alcohol  •..•.•■•■.• 

420  bushels 

[        1,803  barrels 

20,160 
576,960 

294 

Beef 

Heef 

14,424 

Beef 

Bark 

1,005,592 

Bacon  and  hams 

70,391 

Bacon  and  hams 

Rfimn  nnd  liums.  ............... 

Beeswax 

Beeswax 

Beeswax 

Brooms 

Broom-corn 

Broom-corn 

Books 

Boots  and  shoes 

Bladders 

Butter 

137,817 

Butter 

Butter 

13,781 

Butter 

. 

Butter 

Beer-pumps 

Beer-butllus 

Bath  brick 

Brick 

Brick 

Bonos 

Bonos 

Bristles 

Bristles 

Brandy 

if 
iil'l 


i 


'   ! 


m 


it  II 


112 


ANDREWS'    REPORT    ON 
RECKIVED  AT  TONAWANDA— Continued. 


I  te 


Articles. 


Brandy  . . .  ■ 

Buffalo  robcr 
Candles  .. . . 
Carpctiii;^  .  . 
Carriiigfs. . . 
Cedar  pusls. 
Cedar  [losts. 
Cement .  . . . 

Cheese 

Cheese 

Cheese 

Cider 

Cigars 

Coal 

jpjjer 


Copjier  . 
Cojiper  . 
Cotliie . . 


Corn 

Corn-ine.il 


Cotton 

Cranberries . . . . 

Deerskins 

EartlienwMrc , . 
Earthenwiirc  . . 
Earthenware  . . 

V.ggs 

Feathers 

Felt 

Fish 

Firewuoil 

Fla.x  and  hcm|). 

Flaxseed 

Fla.xscpcl 

Flaxsii-d    

Flour 

Fruit,  irrciii  .. . 
Fruit,  iliii'il.  . . . 
Fruit,  dri'<i. . .  . 
Fruit,  dr  ii';l.  .  .  . 
Fruit,  drl'.'il. . . . 

Furnitm  ' 

Furniture 

Furnitui-e 

Furs 

Furs 

Furs 


IxuiHonjr . 
Gius(Miir. 
(iinsenif . 


Gil 

Cl.lS' 


l.isswil  re 


Glassware 
G!as.sware 
Gl 


111 


Greise 

Grin(lst<iMes. 
Grindstiiiii's, 

Hats 

Hair 


QuantiticR. 


Packages. 


Pounds. 


7(;.(N:i 


i>ul 


iT.'t  bushels. 


^'.>j ,  •J.-^f* 


!;")()  barrels  , 


IJ.T.'.O 

1:21, nK; 


'2  barrels 

](!,  147  eords..  .,,.., 


(ill) 

in.imii 


I70,l^'l  barrels, 


.  I'itCi 


M.dJ'J 


i'.',u;n 


:).-.'(ii) 


Value. 


*4.60n 


^•).10!» 


1,175 
1,240 


li) 

3!2,y'J4 
1,746 


"i,"()tj'i 


1,'J(M) 


1.1)0(1 


1,175 


1,240 


'.KM) 


j.ono 


t 


■i 


COLONIAL  AND   LAKE    TRADE. 
RECEIVED  AT  TONAWANDA— Continued. 


113 


Articles. 

Quantities. 

Value. 

Packages. 

Pounds. 

Hides 

) 

13,940 
107,100 

Hides 

#697 

Hides 

11,895  gallons 

High  wines 

3,980 

Hosts 

Horned  cattle 

Horses 

Hops 

Horns  and  hoofi 

Hardware 

Hardware 

Hardware 

Hardware 

Iron 

Iron 

Iron 

Iron 

Nails 

Lard 

i         4,450  barrels 

1,112,597 

Lard 

77,883 

Lard 

Lead 

Lead 

Lead  pipe 

Leather  

] 

58,856 

10,594 

Leather 

Lumber,  black  walnut 

i 

Lumber,  black  walnut 

Lumber,  black  walnut 

Oak  timber 

i  1.013.849  feet 

4,516,500 

Oak  timber 

141,960 

Oak  timber 

Ship-plank 

Lumber 

15,141,878  feet 

45,425,000 

515,856 

Shingle  bolls 

Laths 

Shingles 

557  M 

111,400 

1,382 

Malt 

Machines 

) 

59,553 

i 

Machines 

2,508 

Machines 

) 

Mattresses 

Merchandise 

Merchandise 

Merchandise 

Medicines 

Nuts 

Nutfl 

Nuts 

. 

Oats 

10,485  bushels.  ... 

335,520 

3  145 

Oil 

Oil 

Oil-cloth 

Oil-cake 

] 

22,912 

170 

Oil-cake 

Oil-stones 

S 

Paint  (clay) 

Paint  (lead) 

Paper 

Paper 

Paper 

Pianos 

:• 


!' 


8 


114 


ANDREWS*    REPORT  ON 
RECEIVED  AT  TONAWANDA— Continued. 


Articles. 


Quantities. 


Packasres. 


Plaster  

Peas  and  beans . 

Poultry 

Poultry 

Railroad  ties.. . 

Pork 

Potatoes 

Rags 

Rags 

Reapers 

Roots 

Rope 

Rye 

SalieratuB 

Salraratus 

Sausages 

Sheepskins  .... 
Sheepskins  .... 


ti3  bushels. 


2,257  barrels  . 
238  bushels. 


Pounds. 


,980 


722,240 
14,280 


Sheep 


Seed. 

Seed., 

Seed.. 

Stone. 

Stone. 


m: 


Soap I 

Starch , 

Starch ' 

Staves '     6,729,725,  number. 

Stave  bolls ' 

Sundries '• 

Tallow 

Tea ' 

Tin ! 

Tobacco '  ) 

Tobacco I  > 

Tobacco !  ) 

Tongues 


33,898 
333,890 


G2, 917, 459 


861,035    I 
11,150     i 


190,401 


ripe , 
ype. 


Varnish . . , 
Veneering  . 

Ware 

Ware 

Wine 

Wine 


Wheat 

Wool 

Wool 

Wooden  ware . . . 
Curriers'  blocks. 

Handspikes 

Oars 


162,669  bushels. 


9,760,140 
142,721 


Oar» 

Oars 

Wagon  woods. 


Total  pounds 226,422,241 


Tons  of  2,000  pounds {       ]  13,211 ,241 


Valuo, 


$83 


27,084 
142 


2,233 
667 


201,870 


86,000 
669 


11,424 


113,868 
42,816 


2,089,663 


m 


1 


uo, 


«83 


27,084 
142 


2,233 
667 

!01,87O 

8(ii666 

669 
11,424 


M 


h 

A3 


113,868 
42,816 


089,663 


COLONIAL   AND   LAKE    TRADE. 

STATEMENT— Continued. 


116 


Articles. 


Ashes  .. 
Ale.... 
Alcohol . 
Barley . . 
Beef. . . . 


Bark 

Bacon  and  hams. 

Beeswax 

Brooms 

Broom  corn 

Books 

Boots  and  shoes . 

Bladders 

Butter 

Beer  pumps 

Beer  bottles 

Bath  brick 

Brick 


Bonca 

Bristles 

Brandy 

Buffalo  robes . 

Candles 

Carpeting. . . . 
Carriages  . . . . 
Cedar  posts  . . 

Cement 

Cheese 

Cider 

Cigars 

Coal 

Copper 

Coffee 

Corn 


Aggregate  quantities 
received  at  Buffalo, 
Dunkirk,  and  Ton- 
awanda. 


Corn-meal 

Cotton 

Cranberries  . . . . 

Deer  skins 

Earthenware . . . 

Eggs 

Feathers 

Felt 

Fish 

Firewood 

Flax  and  hemp . 

Flaxseed 

Flour 

PVuit,  green  ..'. 
Fruit,  dried . . . . 

Furniture 

Furs 

Ginseng 

Glass 

Glassware 

Glue 

Grease 

Grindstones. .. , 

Hat 

Hair 

Hide. 


Pounds. 

7,536,350 

19,320 

284,040 

7,997,184 

:.'3,849,150 

12,900 

7,817,552 

45,050 

22,800 

1,104,100 

105,200 

5,240 

2,100 

3,126,617 

100 

1,600 

123,220 

263,200 

123,500 

2,600 

4,200 

195,860 

106,770 

1,230 

121,800 

97,800 

156,300 

3,877,123 

28,500 

11,400 

35,550,000 

1,312,.')00 

5,400 

344,568,096 

633,960 

139,500 

285,580 

130,480 

83,000 

15.814,766 

17,270 

10,570 

3,180,340 

48,605,000 

1,341,207 

691,120 

312,880,104 

2;i2,560 

539,479 

53,931 

2.52,500 

23,090 

196,550 

542,580 

29,100 

277,650 

3,939,900 

9,600 

109,200 

3,660.560 


Aggregate  value  of 
each  article  re- 
ceived at  Buffalo, 
Dunkirk,  and 
Tonawanda. 


$315,548 

388 

16,569 

116,626 

616,993 

645 

488,078 

9,010 

3,420 

66,279 

8,900 

3,. 520 

84 

312,340 

10 

24 

214 

330 

1,820 

400 

1,480 

162,850 

21,354 

1,800 

8,700 

858 

1,042 

371,248 

285 

2,850 

71,100 

269,500 

540 

2,757,658 

5,870 

13,950 

11,732 

46,600 

8,268 

102,320 

69,080 

528 

63,613 

32,540 

46,224 

22,664 

5,069,815 

2,244 

15,773 

69,500 

253,300 

6,084 

7,862 

35,098 

4,365 

18,390 

30,784 

4,800 

1,092 

197,700 


tjl 


si 
5i 


ii   M 


il 


116 


ANDREWS'   REPORT  ON 

STATEMENT— Continued. 


Articles. 


High  wines 

Hogs 

Horned  cattle . . . 

Horses 

Hops •  • 

Horns  and  hoofs. 

Hardware 

Iron 


Nails 

Lard 

Lead 

Lead  pipe 

Leather 

Lumber,  black  walnut 

Oak  timber 

Ship  plank 

Lumber 

Shingle  bolls 

Laths 

Shingles 

Malt 


Machines . . . 
Mattresses  . . , 
Merchandise  , 
Medicines  . . . 

Nuts 

Oats 

Oil 


Oil-cloth 

Oil-cake 

Oil-stonea 

Paint  (clay) . . . . 

Paint  (lead) 

Paper  

Pianos 

Plaster 

Peas  and  beans. 

Poultry 

Railroad  tics.. . 
Pork 


Potatoes  . . . 

Hags 

Reapers  . . . 

Roots 

Rope 

Rye 

Salteratus. . 
Sausages  . . 
Sheepskins , 

Sheep  

Seed 

Stono 

Soap 

Starch 

Staves 

Stave  bolls. 
Sundries.. . 

Tallow 

Tea 

Tin 


Aggregate  quantities 

Aggregate  value  of 

received  at  Buifalo, 

each    article    re 

Dunkirk,  and  Ton- 

ceived  at  BuiTalo, 

awanda. 

Dunkirk,        and 

Tonawanda. 

Founds. 

22,882,700 

jJ63 1,637 

11,244,000 

7,30,840 

6,029,400 

301,470 

2,432,000 

182, 4(K) 

2,100 

784 

204,750 

4,400 

211,030 

19,173 

15,412,260 

301,436 

410,900 

16,317 

4,7.59,997 

387,419 

1,622,160 

81,110 

3,600 

180     • 

962,406 

786,880 

3,706,500 

14,000 

12,159,600 

225,082 

851,000 

15,780 

290,948,000 

1,066,972 

465,750 

3,105 

510,720 

4,153 

1.331,200 

16,627 

26,880 

806 

161,253 

11,718 

5,460 

1,092 

929.900 

170,000 

33,700 

1,388 

162,220 

3,471 

.16.637,760 

343,478 

2,074,860 

173,6.57 

11,400 

2,280 

4.004,412 

30,177 

.'J.  120 

156 

1           1.940,500 
291,200 

22,976 

86,784 

11,000 

2.100 

182,000 

552 

194,780 

2,930 

8,050 

814 

3,. 546, 800 

4,202 

11,790,240 

445,188 

821,040 

8,213 

2,130,900 

53,272 

2.12, 200 

58,000 

30,300 

1 ,010     • 

21,800 

3,860 

1,088.360 

11,661 

198,210 

13,715 

11,500 

553 

1,490,600 

188,075 

1,597,480 

49,920 

815, 17H 

54,596 

4,711.390 

9,475 

26,850 

1,074 

140,700 

8,236 

162.061,4.59 

,522,7,50 

94,500 

126 

3,100,2.35 

.569,480 

690,1.50 

48,729 

5,. 580 

2,2.32 

6,600 

660 

;  i 


of 

dlo, 
and 


COLOmAL   AND   LAKE    TRADE. 

STATEMENT— Continued. 


117 


Articles. 


Tobacco 

Tongues 

Tripe 

Type 

Varnish 

Veneering 

Waie 

Wine 

Wheat 

Wool 

Wooden  ware 

Curriers'  blocks 

Handspikes 

Oars 

Wagon  woods 

Total  pounds 

Tons  of  2,000  pounds 


Aggregate  quantities 
received  at  Buffalo, 
Dunkirk,  and  Ton- 
awanda. 


Pounds. 

3,142,001 

72,320 

70,080 

11,300 

4,000 

7,800 

G8,40O 

8,380 

250,045,260 

13,166,221 

480,510 

33,000 

14,800 

2,346,520 

119,152 


1,718,720,366 


859,360,366 


Aggregate  value  of 
each  article  re- 
ceived at  Buffalo, 
Dunkirk,  and 
Tonawandtt. 


$237,900 

3,390 

3,385 

1,017 

300 

780 

2,547 

2,170 

2,952,416 

3,949,866 

14,477 

825 

177 

63,840 

1,637 


34,939,471 


i  if 


h 


;  I 


i. 


»■ 


Recapituladon  showing  the  total  value  and  quantity  of  all  property  received 
from  and  shipped  to  the  westward,  in  the  district  of  Buffalo  Creek,  during 
the  year  ending  December  31,  1851. 


Received  at — 

Buffalo 

Dunkirk 

Tonawanda 

Totals 

Shipped  at — 

Buffalo 

Dunkirk 

Tonawanda 

Totals 

Grand  totals 


Tons  of  2,000 
pounds. 


Value. 


$31,889,951 
4,000,000 
2,089,663 


901,811 


37,979,614 


204,536 

15,867 

5,037 


44,201,720 
5,394,780 
1,692,423 


225,440 


51,288,923 


1,127,251 


89,268,537 


WM    KETCHUM,  Collector. 


District  of  Buffalo  Creek,  N.  Y.,  Cditom-hodse,  Buffalo, 

February  19,  1852. 


"I' 


IMi 


f 


118 


ANDREWS*    REPORT   ON 


An  account  of  the  princijml  articles  o/jbreiffn  i/roducc,  growth,  and  manu- 
facture, exported,  to  the  British  North  American  colonics,  in  British  and 
American  vessels,  /rum  the  district  of  Buffalo  Creek,  fur  the  year  ending 
December  31,  1851. 


I     I 


ArticloH. 


Tea poiindH. 

CoiTee do. .. 

Dry  i^oods 

Medicines 

Crockery 

Toys 

Tin  plato boxc!*.. 

Raisins poundH, 

Lemons boxes. . 

Nuts pounds. 

Pepper do . . . 

Oranges boxes. . 

Pimento pounds . 

Logwood do. . . 

Currants do . . . 

Cassia do. . . 

Indigo do . . . 

Figs do. . . 

Madder do . . . 

Ginger do. .. 

Bonnets,  Lcgliorn No... 

Sundries 


Quantity. 


143,457 
46,849 


73 

10,17.'; 

l-W 

4,897 

3,140 

83 

a,12i> 

4,496 

2,400 

73 

149 

501 

715 

75)9 

285 


AMCniCAN 

f  CXHKI.S. 


Vdluo. 


«40,422 

2,604 

7,920 

3,701 

1,013 

474 

179 

193 

280 

357 

119 

271 

115 

31 

105 

11 

58 

41 

35 

32 


445 


DHITIAII 

VKSHELS. 


Value. 


58,406 


$23,458 

1,866 

5,439 

1,690 

672 

787 

672 

865 

463 

116 

183 

72 

110 

220 

74 

12 

83 

9 

41 

35 

355 

1,321 


38,543 


TOTAl.. 


Value. 


$63,880 

4,470 

13,359 

5,391 

1,685 

1,261 

651 

1,058 

743 

473 

.302 

343 

225 

251 

179 

23 

141 

50 

76 

67 

3.15 

1,766 


96,949 


GcsTOM-iiorte,  0i{/faio,  Actr  York,    "\uary  I,  1852. 


WM.  KETCHUM,  ColUelor. 


t 


1 


COLONIAL  AND  LAKE  TRADE. 


119 


An  account  of  the  minci'pal  articles  of  the  growth,  produce,  and  manvfac- 
ture  of  the  Unitca  States,  exported  from  the  district  of  Buffalo  Creek,  New 
York,  to  the  British  North  American  colonies,  in  British  and  American 
vessels,  fur  the  year  ending  December  31,  1851. 


3,880 

4,470 

:<,359 

5,391 

1,685 

1,261 

851 

1,058 

743 

473 

302 

343 

225 

251 

179 

23 

141 

50 

76 

67 

355 

1,766 


ii 


ArticloH. 


Dry  goodfl 

Orocorios 

SuntlriuH 

Manufactures  of  iron. . 
ManufucturcH  of  wood. 

Furniture 

Booi(8  und  stationery  .. 

OvHters 

Aflarblo  and  stono 

Drugs  and  nicdicincH  . . 

Olasawaro 

Siiirits 

Grain 

Chcoso 

Fish,  dry 

Fish,  pickled 

Oiln 

Skins  and  fur 

Boots  and  hIiocs 

Salt 

Lard 

Leather 

Hams  and  bticon 

Beef  and  pork 

Tobacco 

Sugar 

Broom  corn 

Cool 

Cordage 

Cattle 

Clocks 

Tallow 


Quantity. 


7^921 

8,742 

44,565 

30,391 

120 

4,450 

57,062 

7,998 

2,182 

14,917 

61,164 

9,6.18 

620 

49,2.')9 

76,197 

50, 

450, 

10,400 

25 

1,129 

139,274 


gallons. 

bushels. 

pounds. 
. . .do. . . 

barrels . 

gallons. 

pounds. 
, .  pairs  . 

barrels. 

pounds. 
, ..do. . . 
..  .do. . . 

barrels, 
pounds. 
, .  .do. . . 
,  .tons  . . 
,..do... 
pounds, 
number. 
, .  .do, . , 

pounds. 


AMERICAN 

VE19RLS. 


Vuli 


BniTiaii 

VCAKELS. 


Value. 


$51,991 

25,511 

43,875 

47,900 

12,860 

8,063 

9,889 

2,059 

1,746 

3,082 

4,557 

1,047 

4,523 

1,191 

600 

546 

2,260 

4,804 

7,736 

1,597 

1,070 

4,321 

322 

2,763 

6,084 

2,820 

1.58 

1,637 

703 

1,325 

2,334 

3,931 


263,305 


$.'>5,.')63 

26,891 

22,970 

46,345 

9,884 

5,724 

7,278 

871 

2,511 

7,311 

5,362 

1,239 

876 

1,305 

296 

237 

2,115 

5,987 

4,499 

675 

129 

6,871 

161 

4,194 

4,093 

1,768 

1,650 

1,156 

796 

480 

567 

5,732 


235,536 


TOrAI.. 


Value. 


$107,554 

52,403 

66,845 

94,245 

22,744 

13,787 

17,167 

2,930 

4,257 

10,393 

9,919 

2,286 

5,399 

2,496 

896 

783 

4,375 

10,791 

12,235 

2,272 

1,19» 

11,193 

483 

6,957 

10,177 

4,588 

1,808 

2,793 

1,499 

1,805 

2,901 

9,663 


•if 


498,841 


CusTOM-iiocsE,  Buffalo,  Aeio  Forllr,  January  1,  1852. 


WM.  KETCIIUM,  ColUctor. 


M 


u 


120 


ANDREWS*    REPORT   ON 


An  account  of  the  principal  articles  of  foreign  produce  and  manufacture, 
with  the  values  and  amounts  of  duty,  entitled  to  drawback,  exported  to  the 
British  North  American  colonics,  in  British  and  American  vessels,  during 
the  year  ending  December  31,  1851. 


* 


Arttclea. 


Dry  goods  . . 

Sugar 

Wfno 

Brandy 

Dry  hides. . . 
Cair-Rkins  .  . , 
Machinery . . . 
Boil<;r  plates . 
Railing 


Quantity. 


AMK.RICAN  VKX- 
ICLi. 


Value. 


219,080  pounds.. 
SO  qr.  caslfH. 
3  hir.  pipes. 
2,000 

S20  dozen  . . . 
7  cases .... 
105 
100  boxes  . . . 


|3,280 

3,C74 

1J2 

127 

1,126 

151 


8,. 510 


Duty. 


BniTIRII  VBI- 

ir.La. 


Value.    Duty. 


$884  70 

1,081  83  $2,335 

5!)  28 

127  00 

54  89 

30  20 


2,237  90 


$G88  72 


3,449 


168  14 


3,404 
327 
133 


1,021  20 
95  65 
53  20 


Total 
value. 


$3,280  (K) 

6,009  00 

152  00 

127  00 

4,575  00 

151  00 

3,404  00 

327  00 

133  00 


9,6482,026  9J    18,158  00 


Total 
duty. 


A884  70 

1,770  55 

59  28 

127  00 

223  03 

30  30 

1,031  20 

95  65 

53  20 


4,264  81 


J 


CuiTOM-HoviE,  Buffalo,  .Yeic  York,  January  1,  1853. 


WM.  KETCHUM,  Colltetor. 


m 


|i  i' 


COLONIAL   AND    LAKB    TILa 


121 


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122 


ANORBWS'    RBPORT  ON 


Statcmrnt  of  Canadian  produce  imported  into  the  district  of  Buffalo  Creek, 
New  York,  for  warehouse  and  for  transportation  in  bond  to  the  port  of 
New  York,  for  exportation  to  foreign  countrici,  during  the  year  ending 
December  31,  1851. 


ArticloN. 


Wheat •••• buRholi). . 

Flour burrolM. . 

Uarloy buihoU . . 

Uuttor pouiidH. . 

AHhoH barrolM. . 

Wool poundR. . 

CanvaM* yanlH. . 

Furs t. .biirrclH. . 

Port  winu* liogHlicadM. 

Hhorry  wino* caiikN. . 

Branay* 


Qtiaiility. 

Vulue, 

HH,3ir> 

$5U,901  93 

10,7ti.'i 

.34,007  95 

t)87i 

:i[A  sa 

11,7125] 

<)fi4  49 

300 

.'i,28.1  C5 

J), 017 

1,H48  48 

.1,170 

3'J(i  03 

9. 

180  40 

3 

133  43 

9 

17!)  68 

3hhdii.&lcai«k 

3IMJ  46 

100,489  74 

*  Iin ported  for  conauinptiun. 


CoiTOM-HouiK,  Buffalo,  .V.  Y.,  March  18,  1852. 


WM.  KETCIUJM,  ColUltr. 


Statement  of  Canadian  produce  imported  into  the  district  of  Buffalo  Creek, 
New  York,  during  the  year  ending  December  31,  1851,  {being  free  of 
duty.) 


Articles. 


Horses number. 

Horned  cattle do. . . 

Sheep do. .. 

Grass  secdit bushels. 

Personal  otFccts 


CuiTOM-iiODSE,  Bvffalo,  JV.  I'.,  March  18,  185-2. 


Quantity. 


36 

a 

133 
2,856 


Value. 


$3,158 
155 
349 

6,873 
9,744 


20,273 


WM.  KETCHUM,  ColUtlat: 


reek, 
lort  of 
Tiding 


93 

95 
35 
49 
C5 
48 
0.1 
40 

4a 

46 
74 


ree  of 


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COLONIAL   AND    LAKB    TRADB. 


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124 


ANDREWS     REPORT    ON 


A  statement  of  the  vessels  and  tonnase  which  entered  into,  and  cleared  from, 
the  British  North  American  colonics,  at  the  district  of  Buffalo  Creek,  New 
York,  for  the  year  ending  December  31,  1851,  distinguishing  British 
from  American,  and  steam  from  sailing  vessels. 


INWARD. 


I 


AMERICAN. 

S 

BRITISH. 

S{eam. 

No. 

Sailing. 

Tons. 

team.               1              Sailing. 

i 

No. 

Tons. 

No. 

1 

Tons.            No.            Tons. 

1 

1 

72 

18,493 

98 

11,705 

295 

48,45C            306 

23,755 

OUTWARD. 


AMERICAN. 

BRITISH. 

Steam. 

Sailing. 

Steam. 
No.             Tons. 

1 

1 

Sailing. 

No. 

Tons. 

No. 

Tons. 

No             Tons. 

71 

1 

18,152 

134 

13,774 

29G           48,672 

1 

297    1        22,568 

1 

District  of  BuKrAi.o  Creek,  New  York, 

Buffalo,  January  3,  1852. 


WILLIAM  KETCHUM,  Coilector. 


No.  10. — District  of  Presque  Isle. 

Port  of  entry,  Erie,  Pennsylvania ;  latitude  42°  08',  longitude  80° 
06';  population  in  1830,  1,465;  in  1840,  3,412;  in  1850,  5,858. 

This  district  embraces  the  whole  coast  line  oC  the  State  of  Pennsyl- 
vania on  Lake  Erie  ;  it  contains  about  forty  miles  of  shore,  and  has 
three  shipping  points — Erie,  the  port  of  entry,  North  East,  and  Elk 
Creek ;  the  two  latter  being  principally  engaged  in  the  .shipment  of 
staves  and  lumber.  Erie  is  a  beautiful  town  oi' three  thousand  inhabit- 
ants or  upward,  finely  situated  on  Presque  Isle  bay,  on  the  southern 
shore  of  Lake  Erie.  It  is  distant  from  EBifialo  80  miles  SSW. ;  from 
Cleaveland  ]00,  E. ;  from  Harrisburg  270,  NW. ;  from  Washington, 
D.  C,  343  NW.  The  town  stimds  on  a  bluff' commanding  the  harbor, 
Ibrmed  by  the  projection  of  the  peninsula  of  Presque  Isle,  the  mouth  of 
which  was  formerly  closed  by  a  difficult  sand-bar.  This  has  been, 
however,  partially  removed,  and  piers  constructed  by  the  United  States 
government,  by  which  means  the  channel  has  been  so  far  deepened 
that  most  of  the  larger  steamboats  and  vessels  which  navigate  the  lake 
now  readily  enter  it. 

The  peninsula  of  Presque  Isle  has  been  gradually  converted  into  an 


COLONIAL  AND  LAKE  TRADE.  125 

island,  the  wash  of  the  lake  currents  having  severed  the  isthmus ;  and, 
the  harbor  having  two  entrances,  it  is  expected  that  it  will  be  perma- 
nently deepened,  and  the  bar  at  its  mouth  by  degrees  swept  away. 
Th(!  depth  of  water  on  it,  at  present,  is  from  eight  to  ten  feet,  and  within 
the  harbor  much  more. 

It  was  in  this  harbor  that  Perry's  fleet  was  built,  within  seventy 
days  from  the  time  when  the  trees,  of  which  it  was  constructed,  were 
yet  standing  in  the  forest.  Thence  he  sitiled  to  give  battle,  and  thither 
he  brought  back  the  prizes  of  Lake  Erie,  the  relics  of  which  may  be 
yet  seen  rotting  and  half  submerged,  near  the  navy  yard. 

The  naval  depot  is  still  kept  up  at  tills  plnee,  and  here  the  one  or 
two  small  vessels  which  represent  that  nrm  of  our  service  on  the  lakes 
are  accustomed  to  go  into  winter  quarters.  But  the  commerce  of  the 
port  is  very  limited. 

A  canal  from  Erie  to  Beaver  connects  it  with  one  of  the  finest  coal 
regions  of  the  State,  Pennsylvania,  and  this  coal,  being  bituminous 
and  of  fnie  f[uality,  is  used  by  nearly  all  the  lake  steamers.  This  causes 
innny  of  them  to  put  in  ller<^  when  they  would  otherwise  continue  on 
the  flireet  route  ;  for  Erie  is  ninety-seven  miles,  more  or  less,  fi-om 
Buflido,  and,  l\ing  at  the  southern  end  of  Presque  Isle  bay,  is  from 
liftcen  to  twenty  miles  oil"  the  direct  course  from  Buffido  to  Cleveland. 
The  agrieulturid  resources  of  the  country  cireumJMcent  and  inland  are 
not  yet  fully  (hneloped,  ;ind  of  (ronsequence  contribute  but  little  to  the 
conuncrce  of  the  plsiee.  It  will  be  seen  th;it  last  year  the  supplies  of 
Hour  l()r  consumption  lune  were  received  from  other  lake  districts ;  but 
it  is  certain  that  this  stnte  of  things  cannot  long  continue  in  such  form, 
inasmuch  ;is  the  mineral  and  manufacturing  resourcesof  the  district  arc 
in  rapid  progress  of  development ;  and  the  agricultural  productions  must 
rapidly  miiUire  under  such  stimulus  as  that  given  by  liberal  prices  and 
a  constant  home  dtunand.  It  carmot  be  doubted  that,  before  long — the 
demand  ti)r  agrieulturrd  produce  in  the  mining  and  manufacturing  dis- 
tricts already  being  considerably  in  advance  of  the  production  of  many 
articles — attention  will  be  so  sirongly  attracti^d  to  the  resources  of  the 
soil  as  to  insure  not  only  an  adecjuate  supply  for  home  use,  but  an 
ample  surplus  (()r  exportation. 

The  importJitions  i()r  18-51,  consisting  principally  of  assorted  mer- 
chandise, Hour,  fish,  inid  manufactures  of  iron,  amounted  to— 

Imports  coastwise 81,979,913 

"  f()reign 3,455 

Total  importulion 1,983,368 

The  exj)orts  consist  of  wool,  lumber,  wood,  bark,  glass,  stoves,  bar- 
iron,  <'oal,  smd  merchandise  received  by  canal,  with  a  small  quantity  or 
grairi — the  whole  amounting  to  the  following  aggregate  : 

KxpoFts  coastwise $2,207,582 

"  tt)reign 15,415 

Totu I  exportation 2,222,997 


; 

;, 

>. 

h 

ft '" 

> 

-0   '. 

1 

i 

'f     1 

•1 

u 

f 

i 

f 

titm 


)  .1 

=11 


126 


ANDREWS     REPORT   ON 


The  entire  commeree  of  the  port  amounts  to  a  total  value  of  $4,206,483. 
The  character  and  quantity  of  some  of  the  chief  articles  of  export,  and 
their  comparative  increase  and  decrease  are  exhibited  in  the  annexed 
tables  for  the  series  of  years  as  named : 


Articles. 


1845. 


Coal tons.. 

Leather pounds. 

Wool do. .. 

Butter do. . . 

Cheese do. . . 

Stoves do. .. 

Railroad  and  bar  iron tons.. 

Glass pounds . 

Hemp .tons.. 

Pig-iron do. . . 

Iron  and  nails do. . . 

Staves M. . . 

Lumber do. . . 

Tallow pounds. 

Tobacco do. . . 

Beef barrels. 

Barley bushels. 

Castings tons . . 

Corn bushels. 

Cotton pounds. 

Eggs barrels. 

Flour do... 

Feathers pounds. 

Ginseng do. . . .! 

Pork  and  bacon do. . .  .1 

Oats bushels. . 

Whiskey barrels..! 

Ashes casks..  .1 


8,507 
46,661 
65,435 

1,041,000 


250 
18,500 


150 

83 

1,168 

3,324 


.WO 

4,448 

550 

853 


25 
550 
250 


520 
4,800 

115 
2,184 


1846. 


1851. 


21,534 
123,370 
476,922 

1,257,000  I 


2,052 

.')21,500 

409 

800 

612 

1,056 

3,901 

36,200 

333,602 

882 

7,.';81 

555 

10,107 

5,679 

541 

14,563 

56,760 

14,075 

2,546 

16,300 

35 

2,272 


86,000 

19,396 

486,303 

989,062 

1,416,695 

1,071,694 

360 

573,499 

15 

944 

661 

1,492 

12,899 

31,700 


11,822 
14^389 


2,050 


110 

54,041 

2,088 

323 


The  Eric  extension  canal  has  been  in  operation  since  1845,  and  iht; 
effect  is  seen  in  the  increase  of  business.  It  is  worthy  of  note,  that 
during  some  seasons  produce  goes  southward,  and  at  others  northward. 

The  licensed  and  enrolled  tonnage  of  this  j)ort  is  7,882  tons. 

The  tables  following  this  report  exhibit  the  commerce  of  the  district 
in  detail,  with  value,  tonnage,  entrances  and  clearances,  complete. 

CANADIAN  TRADE  IN  1851. 

Imports.         Duty  collected. 

In  American  vessels S419  00        $84  00 

in  British  vessels 16  00  4  00 


435  00 


88  00 


I 

!    i 
i 

I 


Free  goods — plaster  in  stone. 

Tong.  Value. 

in  American  vessels 671  81,342 

In  Briii-sh  vessels 839  1,678 

3,020 
Total  imports $3,455 


COLONIAL   AND   LAKE   TRADE. 

Exports — domestic  produce  and  manufacture. 


127 


In  American  vessels $12,385 

In  British  vessels 3,080 


15,465 


Total  imports  in  American  vessels $14,146 

Total  imports  in  British  vessels 4,724 


18,870 


Tonnage  inuxird. 


No.  Tong. 

American,  steam 2  680 

sail 14  1,039 

British,  sail 6  721 

Outward. 

American,  sail 33  3,205 

British,sail 6  721 

Lake  receipts  coastwise  at  the  port  of  Erie,  Pennsylvania,  in  1851. 


Articles. 


Merchandise  and  Hiindrics 

Flour 

Water-lime 

Fish... 

Salt 

Salt 

Railroad  iron 

Railroad  spikes 

liimestone 

IlofM 

Iron  ore 


Total. 


Quantities, 


6,ti82,600 

)ounds. . 
)arrels. . 

9,839 

984. 

..do.... 

4,645. 

..do. ... 

21,246. 

. .do. ... 

10,200 

bags.. . . 

1,815  tons 

564 

kegs. . . . 

340  cords  . . . 

66,533 

pounds. . 

570  tons 

Value. 


11,800,000 

34,4.36 

1,430 

27,876 

21,246 

1,275 

81,700 

1,692 

1,610 

6,653 

1,995 

l,979,9ia 


>i    ! 


SI 


1    ! 


-r 


ft 


SL 


S    : 


128  ANDREWS*    REPORT    ON 

Shipments  coasttmse  at  the  port  of  Erie,  Pennsylvania,  in  1851. 


Articles. 


Wool 

Butter 

Cheeao 

Leather ■ 

Starch 

Stoves  and  hollow  ware  .. . 

Iron,  bar,  f'c 

Merchandise  and  sundries. 

Glass 

Glassware 

Oil-cake 

Oil-cloth 

Saleeratus 

Flax 

Malt 

Tallow 

Fire-brick 

Shingles 

Corn 

Oats 

Barley 

Dried  fruit 

Rye 

Coal 

Pig  iron 

Railroad  spikes 

Pork 

Cider  

Eggs 

Rye  flour 

Flour,  "fancy" 

Whiskey 

Apples , 

High  wines 

Asnes 

Nails 

Lumber 

Oara 

Bark 

Paper 

Sheep  ])olt8 

Staves , ,. , 

Hoop-poles 


Total . 


Quantities. 


486,303 

989,062. 

1,416,695, 

19,396, 

102,706, 

1,071,694, 

720,672, 

2,876,000, 

351,985, 

221,514, 

116,000, 

37,450, 

9,662, 

30,959, 

77,800, 

31,700 

31, 

621, 

14,389 

54,041, 

11,822 

894 

10,442 

82,000 

944 

356 

110 

206, 

110 

812 

1,237, 

1,430, 

1,018 

658, 

323 

6,097, 

12,699,762 

831,220 

262 

4,500 

705 

1,492,728 

758,500, 


pounds . 

.  .do. . • 
, . .do. . . 
, . .do- . . 

.  .do. . . 
, .  .do. > • 
, . .do. . . 
. .  .do. . . 

.  .do. . . 
, . .do. . . 
, . .do. . . 
, .  .do. . . 
, . .do. . • 
, .  .do. . . 
,..do... 
, .  .do. . . 
,..M... 
, ,  .do. . . 

bushels. 
, .  .do. . . 
, .  .do. . • 
, .  .do. . . 
, . .do. . . 
..tons,.. 
,..do... 
, .  .do. . . 

barrels. 
,  ..do. . . 
, . .do. . . 
, . .do. . . 
, . .do. . . 
, .  .do. . . 
, . .do. . . 
, . .do. . . 
, .casks  . 
. .kegs  .. 
...feet.. 
, .  .do. .. 

cords  . . 

renins  . 

bundles 

pieces.. 
, . .do. . . 


Value. 


$145,890 

123,633 

85,001 

4,849 

6,162 

37,539 

21,620 

1,100,000 

12,319 

51,206 

696 

7,490 

483 

1,857 

3,112 

2,536 

620 

1,552 

7,194 

16,213 

5,911 

1,788 

5,221 

228,000 

23,600 

21,360 

1,100 

618 

1,760 

2,436 

5,566 

8,580 

2,036 

3,948 

12,920 

24,388 

128,997 

33,248 

524 

11,250 

16,920 

29,854 

7,585 


2,207,582 


Clearances  coastwise 1,561 

Entrances  coastwise 1,561 

No.  11. — District  or  Cuyahoga. 


312,200  tons. 
312,200     " 


I 


Port  of  entry,  Cleveland,  Ohio  ;  Intitudo  41°  30',  longitude  Sl^  40'; 
population  in  1830,  1,076 ;  in  1840,  6,071 ;  in  1850,  17,034. 

This  is  a  most  important  district,  second  in  the  value  of  its  commerce 
to  none  west  of  Buffalo.  It  embraces  all  that  portion  of  the  south 
coast  of  Lake  Erie  which  lies  between  the  western  State  line  of  Penn- 
sylvania and  the  Black  river,  a  distance  of  one  hundred  miles. 

It  contains,  beside  Cleveland,  the  port  of  entry,  many  minor  ports  of 


COLONIAL   AND    LAKE    TRADE. 


129 


2,536 


1,552 
7,194 
16,213 
5,911 
1,788 
5,221 
J28,00n 
23,600 
21,360 
1,100 
618 
1,760 
2,436 
5,566 
8,580 
2,036 
3,948 
12,920 
24,388 
128,997 
33,248 
524 
11,250 
16,920 
29,854 
7,585 


considerable  importance,  sucii  as  Conneaut,  Ashtabula,  Cunningham's 
Harbor,  Madison  Dock,  Fairport,  and  Black  River. 

This  district  has  for  its  back  country  one  of  the  finest  and  most  varied 
agricultural  districts  of  the  whole  lake-shore  region.  The  face  of  the 
land  is  soft  and  rolling,  the  soil  in  great  part  warm  and  fertile,  and  es- 
pecially adapted  to  the  cultivation  of  fruits  and  vegetables,  and  to  the 
growth  of  all  the  cereal  crops. 

Among  its  most  important  and  valuable  exports  are  wheat,  corn,  and 
Hour ;  large  quantities  of  fruit,  both  green  and  dry,  are  sent  off"  annually, 
together  with  pork,  beef,  butter,  cheese,  and  vegetables,  in  all  directions, 
but  chiefly  eastward  by  the  lake,  with  the  exception  of  butter  and 
cheese,  large  quantities  of  which  go  southward  by  the  Ohio  canal,  des- 
tined for  Cincinnati,  and  thence  for  New  Orleans  and  other  southern  cities. 

A  railway  passing  through  the  entire  length  of  the  district  on  the 
lake  shore  is  nearly  completed,  which  is  destined  eventually  to  become 
a  portion  of  the  continuous  chain  from  Buffalo  to  Chicago.  One  rail- 
way, connecting  Cleveland  with  Columbus  and  Cincinnati,  and  another 
forming  a  communication  with  Pittsburg,  are  already  completed ;  and 
many  branches  of  importance,  scarcely  second  to  the  main  lines,  are 
far  advanced  already  in  construction. 

Of  canals,  Cleveland  has  two  of  great  value,  one  connecting  her  with 
Portsmouth,  on  the  Ohio,  and  another  uniting  the  line  at  Akron  with 
Beaver,  on  the  Ohio — virtually  a  canal  Irom  Cleveland  to  Pittsburg, 
inasmuch  as  loaded  canal  boats  are  continually  towed  by  small  steamers 
from  the  mouth  of  Beaver  river  to  the  latter  city. 

With  three  different  lines  of  internal  communication  direct  to  the 
harbors  on  the  coast,  most  of  them  among  the  best  on  the  lakes,  and 
these  from  the  centre  of  the  richest  of  the  western  States,  it  will  readily 
be  perceived  that  the  district  of  Cuyahoga  must  be  the  theatre  of  com- 
mercial transactions  which  have  no  small  influence  upon  exchanges 
of  produce  and  merchandise  in  the  great  marts  of  the  seaboard.  Con- 
neaut, the  easternmost  port  of  the  district,  is  about  twenty  miles  west 
from  Erie,  situated  upon  a  river  c^f  tht  same  name,  which  afl^)rds  a 
good  harbor.  No  returns  exhibiting  the  commerce  of  this  port,  sepa- 
rately, have  been  received ;  but  it  is  very  considerable,  as  Conneaut  is 
the  entrepot  lor  the  landing  of  supplies  and  tlie  shipping  of  produce 
for  a  large  and  fertile  agricultural  region,  not  only  of  the  adjacent  coun- 
try in  Ohio,  but  of  an  important  section  of  Pennsylvania. 

The  next  port  to  the  westward  is  Ashtabula,  similarly  situated  on  a 
small  stream  bearing  its  own  name,  forming  a  good  harbor,  with  facili- 
ties equal  to  the  requirements  of  the  place.  The  town  stands  back 
some  two  or  three  miles  from  the  port,  upon  a  rise  of  ground,  forming 
a  singularly  eligible  site. 

The  commeice  of  this  port  for  the  year  1851  consisted  prin^;ipally  of 
butter,  cheese,  wool,  leather,  beef,  pork,  ashes,  Iruit,  lumber,  staves, 

&c.,  tor  exports,  amounting  to  the  value  of. 8450,291 

And  of  merchandise,  agricultural  implements,  furniture,  hides, 

and  a  little  wheat  and  flour,  for  imports 504,211 

Making  a  total  declared  value  of  the  trade  of  this  port 951,502 

9 


i] 


it 


u< 


IB  ' 


!  U 


I 


1 


130 


ANDREWS'    REPORT   Olf 


The  tonnage  owned  at  Ashtabula  consists  of  two  brigs,  of  280  tons 
each,  several  schooners  and  one  scow,  making  an  aggregate  of  1,741 
tons,  employing  seventy- six  men  in  their  navigation. 

Cunningham's  Harbor  is  a  port  at  present  of  small  moment,  except 
for  the  shipment  of  staves  and  lumber. 

Madison  Dock  is  a,  pier  built  out  into  the  lake,  in  front  of  the  town  of 
Madison,  about  eighteen  miles  west  irom  Ashtabula,  and  twelve  east 
from  Fairport,  for  the  accommodation  of  the  neighborhood  in  shipping 
staves,  lumber,  and  produce.  No  separate  estimates  of  its  commerce 
have  been  kept  for  the  past  yeur. 

Fairport  stands  on  the  Grand  river,  which  furnishes  one  of  the  most 
eligible  harbors  in  the  West,  and  is  quite  sufficiently  capacious  for  the 
traffic  of  rmy  western  port.  It  is  thirty  miles  west  from  Ashtabula, 
and  thirty  east  from  Cleveland,  and  is  merely  a  shipping  and  receiv- 
ing port — Painesville,  on  the  ridge,  three  miles  inland  from  the  lake, 
being  the  principal  mart  and  place  of  business,  as  well  as  the  county 
seat  of  Lako  county.  It  is  to  be  regretted  that  no  particular  returns 
have  been  received  from  this  place,  indicating  the  amount  of  its  com- 
merce, tonnage,  &c.,  as  it  is  a  port  of  no  little  consideration,  and  holds 
the  key  to  a  fertile  agricultural  district,  inhabited  by  an  industrious  and 
enterprising  population. 

Black  River,  the  only  remaining  minor  port  of  this  district,  lies  about 
twenty-eight  miles  west  of  Cleveland,  on  the  river  from  which  it  takes 
its  name.  Its  commerce  is  of  no  great  importance  at  present.  It 
enjoys  good  harbor  facilities  f()r  the  shipment  of  staves  and  lumber, 
which  are  its  principal  exports,  imd  for  tht  receipt  of  such  supplies  as 
are  in  demand. 

The  city  of  Cleveland,  port  of  entry  of  this  district,  and  capital  of 
Cuyahoga  county,  is  situated  130  miles  NW.  from  Pittsburg;  146  NNE. 
from  Columbus ;  200  b}"^  water  from  Bufiulo  ;  130  from  Detroit ;  and 
359  iiom  Washington. 

The  history  of  the  growth  of  this  city  is  one  of  the  marvels  of  a  mar- 
vellous age  and  region. 

Its  population  in  1799  consisted  of  a  single  family.  In  1825,  it  had 
risen  to  500;  in  1830,  to  1,000;  in  1834,  to  3,400;  in  1840,  to  6,071;  and 
at  this  moment  there  are  25,000  souls  in  the  city  proper,  and  at  least 
7,000  more  in  Ohio  City,  across  the  harbor — virtually  one  city  with 
itself,  though  under  a  diflerent  corporate  government. 

It  is  at  this  day  one  of  the  most  beautiful  cities,  not  in  the  West  only, 
but  in  the  United  States  ;  built,  for  the  most  part,  on  an  elevated  plain, 
above  the  Cuyahoga,  commanding  a  fine  view  of  the  lake  and  river ; 
planted  with  groves  of  forest  trees,  and  interspersed  with  fine  squares 
and  public  places. 

As  a  place  of  business  it  is  of  high  importance,  and  its  future  growth 
can  scarce  fail  to  be  commensurate  to  its  unparalleled  rise ;  nor  are  its 
inducements  as  a  residence  inferior  to  its  commercial  advantages. 

Its  harbor  is  one  of  the  best  on  Lake  Erie,  spacious  and  safe  when 
once  entered,  but,  like  all  the  lake  harbors,  liable  to  the  formation  of 
obstacles  by  the  accumulation  of  sand  at  the  mouth  of  the  river  which 
forms  it.  This  bar  can  be  kept  down  only  by  continual  dredging,  and 
hence  the  constant  demand  on  Congress  for  appropriations  to  this  end. 


COLONIAL   AND   LAKE    TRADE. 


131 


i\ 


mar- 


when 
tion  of" 
which 
g,  and 
is  end. 


\ 


The  harbor  has  depih,  for  a  considerable  distance,  sufficient  to  ac- 
commodate the  largest  vessels  which  navigate  the  lake ;  it  is  formed  by 
the  projection  of  two  piers,  one  on  cacfi  side  of  the  river,  fJ)r  twelve 
hundred  feet  into  the  lake,  which  are  two  hundred  feet  apart,  faced  with 
substantial  masonry.  There  is  u  light-house  on  the  high  bank  on  the 
shore  of  Lake  Erie,  and  a  lower  one  near  the  end  of  one  of  the  picra 
at  the  harbor's  mouth. 

The  commerce  of  Cleveland,  apart  fiom  the  rest  of  the  district,  is 
not  shown  by  the  returns  received ;  and  in  such  returns  as  have  been 
sent  in — showing  the  business  of  the  district — the  valuation  of  the  very 
same  articles  is  set  at  a  rate  so  nmch  lower  than  in  the  other  districts, 
as  greatly  to  undervalue  the  real  commerce  of  Cuyahogn,  and  to  exhibt 
it  at  the  greatest  possible  disadvantage. 

It  has  co'iscquently  been  Judged  best  to  raise  the  valuation  of  articles 
to  the  same  rate  adopted  in  the  other  districts,  so  as  to  produce  and  ex- 
hibit a  unilbrniity  of  values  in  all  the  districts;  since,  wliichevcr  be  the 
correct  valuation,  the  higher  rate  is  fiivored  and  adopted  by  the  ma- 
jority ;  and  it  cun  prejudice  no  one  district  or  port  of  entry  to  the 
wrongful  advancement  of  another,  if  a  uniform  rate  be  adopted. 

The  necessary  alterations  being,  therefore,  made  in  tiie  figures,  the 
commerce  of  Cuyahoga  district,  as  represented  by  Cleveland,  its  port 
of  entry,  is  as  follows : 

Imports,  coastwise $22,804,159 

Exports,  ...  do 12,026,497 

Total  coastwise $34,830,656 

Imports,  foreign 360,634 

Exports,    do 284,937 

Total  foreign 645,671 

Total  commerce,  for  1851,  of  Cuyahoga  district 35,476,327 

Whole  number  of  vessels  from  foreign  ports — 

Entered  in  1851 322 

Entered  in  1850 292 

difK  rence :  gain,  30. 

Cleared  in  1851 247 

Cleared  in  1850 215 

difference :  gain,  32. 

The  following  table  will  show  the  coniparative  business  of  Cleveland 
in  some  leading  articles  of  its  trade  for  a  series  of  years,  as  named. 
All  these  are  exports  : 


1 


I; 


;Ub 


I  m 


111' 

n\ 


If 


132 


ANDREWS     REPORT   ON 


ArticlcH. 

Kloiir barrels 

Wheat busholH.  .i 

Corn do. . . . 

Oats do. .. . 

Pork barrulH. .{ 

Beef do 1 

Butter poundf*. . 

Lard do. .. .{ 

Coal tonH...| 

AfHos burroli*. .' 

Whiskey do. . . .! 

Tallow pounds. .{ 

Bacon do. . .  .'< 

Staves M. ...' 

Wool pounds.  .1 


1847. 


1848. 


697,. -isa 

472,999 

2,366,263 

!   1,267,620 

1,400,332 

690,162 

32,000 

254,707 

27,289 

1     28,338 

8,246 

10,321 

917,090 

,  1,927,300 

480,160 

1,140,500 

8,242 

11,461 

2,052 

'       440 

12,067 

28,45'> 

140,000 
840,900 

i 

1,378 

773 

573,933 

1 

t 

1851. 


656,040 

2,141,913 

906,653 

68,464 

13,580 

26,944 

1,550,900 

1,730,700 

81,500 

1,830 

.18,774 

198,000 

1,164,600 

789 

3,939,100 


To  this  tabic  may  be  utlded  an  (wpoi  t  tor  the  yvixx  1851,  unknown 
to  former  years,  of  live  hogs,  80,000. 

It  will  be  remembered  that  1847  was  the  memorable  year  of  unpre- 
cedented demand  Tor  produce,  arising  out  ol*  the  ilimine  in  Europe,  which 
cuu.sed  the  exportation  of  nearly  all  the  produce  held  in  the  country,  so 


must  be  ascrilied  to  no  fa 


)ff"  tiir  1848  and  1851,  but  to  the  excess 


that  any  difference   and  apparent  diminution  on  the  subsequent  years 

falling  of 
of  demand  llu-  1847. 

The  valuation  o{'  the  commerce  of  Cleveland   t()r  the  three  ycan^ 
above  named,  i.s  thus  .stated  : 


^ 


K 


Imports 
Exports 


Total 


1847. 


M, SIS, 997 
9,728,399 


14,247,369 


1848. 


13,716,632 


Whole  number  of  entrances  coastwise — 

For    1851 1,981 

For   1850 1,381 


18S1. 


j>7,003,388  $22,804,159 

6,713,244  12,026,497 


34,8.10,656 


A 

1^ 


Increase. 


.600 


Whole  number  of  clearances  coastwise — 

For   1851 1,963 

For   1850 1,378 ' 

Increase 581 


Total  foreign  trade — 

For    1851 $645,671 

For   1850 549,549 


Increa.se 96,122 


voai'!* 


.S 


^ 

i 


COLONIAL    AND    LAKE    TRADE.  133 

It  should  be  remarked,  however,  thut  this  increase  is  more  than 
overbalanced  by  the  (juantity  of  railroad  iron  imported  Irom  Encland 
by  the  St.  Lawrance  via  Canada.  So  that,  in  fact,  as  regards  direct 
trade  with  Canada,  in  lieu  of  an  increase,  there  is  actually  a  considera- 
ble decreast!,  more  especially  in  the  exports  of  domestic  produce. 

Below  will  be  found  full  details  of  the  trade  of  this  district,  by  the 
returns  so  far  as  -    .'ived. 

The  licensed  and  enrolled  tonnage  of  this  district  f()r  185]  was 
36,070  tons— 11,355  steam,  jmd  24,615  sail. 

Canadian  trade  in  1851. 

Duty  collected. 

Imports. — In  American  vessels .S220,538  ^52,444 

In  British  vessels 140,096  42,154 

360,634  94,598 

Exports  domestic  produce  and  manufacture — 

In  American  vessels #151,758 

In  British  vessels 133,179 

284,937 

Total  imports  and  exports — 

In  American  vessels $372,296 

In  British  vessels 273,275 

645,571 

Abitract  of  duties  received  from  imports  or  merchandise  in  American  and 

foreign  vessels  during  1850. 

1850. — Amount  of  duties  received  from  imports  in  Amer- 
ican vessels $25,960  24 

Amount  of  duties  received  from  imports  in  foreign 
vessels 41,554  01 

Total  amount  received  in  1850 67,514  25 


u 


4 


a. 


1    ! 

n 

ij 

it 


134 


ANDREWS'    REPORT   ON 


Statement  of  the  forcifrii  trade  of  the  district  of  Cuyahoga,  showing  the 
number  of  vessels,  tonnage,  and  number  of  crew,  cvgaged  duiing  the  years 
1850-'51. 


I:  h; 


YeiiM 


1850 
Amoriciin  vchsoIh  oiitorod 
Foreign  vomoU  nntorod . . 

Amoricaii  voshoIh cleared. 
Foreign  voiuiolii  uloarod  .. 

1851. 
American  vcMclft  entered 
Foreign  vessels  entered . . 

American  vessels  cleared. 
Foreign  vessels  cleared  . . 


Nninbcr  of 

vessels. 

Tonnage. 

Crew. 

192 
100 

25,484.75 
11,8:12.00 

1,150 

587 

2!)2 

;)7,31().75 

1,737 

125 

14,881.25 
10,327,00 

719 
541 

215 

25,208.25 

1,260 

220 
102 

28,812.67 
11,770.00 

1,431 

707 

322 

40,.')82.67 

3,13d 

153 

!14 

17,760.fi0 
10,545,00 

943 
639 

247 

28,305.09 

1,581 

Entrances  and  rlcarunceji  in  l850-'5l. — Coasting  trade. 

1860. — Numbrr  of  vessels  entered 1,381 

Do do  . .  cleared 1,378 

1851. — Number  of  vessels  entered 1,981 

Do do  ..cleared 1,963 


i 


An  exhibit  of  the  coasting  triulc  of  the  district  of  Cuyahoga,  Ohio,  during 

the  year  1851. 


KXPORT.S. 


n 


• 

Wlicat.. . . 

Species 

of 

mere 

landiso. 

. . .  .huflhclK. . 

Corn 

do.... 

Oats 

•    •    •    •    •    alio*    (    •    * 

Flour 

Pork 

Beef 

Beef 

. . .  .tin  rrclH. 

Lard 

L'lro 

Butter 

• .. . .  .do. . . . 

Butter 

.... 

. ..  .barrels.. 

QuaiititicH. 

Value. 

2.141,913 

$1,499, .339  10 

!H)(),653 

362,661  20 

68.404 

17,800  64 

656,040 

2,1.32,1.30  00 

13,580 

190,120  00 

15,011 

165,121  00 

4,428 

26,. 568  00 

4,314 

69,024  00 

8,731 

69,848  00 

13,575 

122,175  00 

967 

17,406  00 

COLONIAL   AND   LAKE    TRADB. 

EXPOIITS— (Continued. 


136 


719 
541 


942 
C39 

1,581 


HpocioH  of  inorclmndiMo. 


QuantitioR. 


Hiffh  wlneR biirrclH. 

Whiskey "lo. . . 

Green  apploH do. . . 

Driod  apploH do. . . 

Tallow do . . . 

Salt do. . . 

Fish do.., 

Lard  oil do. . , 

do. .. 


Paint. 
Soed  . 
AsheH, 


.  .do. . . 

.do... 

caskH . . 


Wool baloH . . 

Ciloiis boxes. . 

(flasHwaro do. . . 

GlasHwure ° caskH.. 

Chco8o boxes . , 

Htarch do. . . 

White  lead kogx,, 


NailH. 


.do. 


Powder do. . . 

Candleii boxes.. 

AxoH , do. . . 

Kacon do. . . 

Tobacco do. . , 

Tobacco Iiiid.. 

Broom-corn biilcH.. 

Bar-iron tons. . 

Pig-iron do . . , 

Orindstoiies lo. . , 


Rags do. . . 

Coal do. . . 

Kcfined  cupper do .  . . 

Oil-cake do. . . 

Bacon caMkH. . 

Lumber M  feet. 

Walnut do. . . 

Staves M  feet . 

liOiitiior rolls.. 

Stoves  and  furniture 

Stoneware fralloiis. 

F'oathers wicks.. 

(ircen  hides picix-s,. 

Shoen-pelts bales.. 

Fire-brick M.  ., 

Wrap|>in^  paper reams.. 

Live  honfs No.. . 

Ureiwed  hops do. . . 

Horses do. . , 

Cattle do. . . 

Sheep do. . . 

Chickens do. . . 


Mattresses do . . . 

Hemp bales. . 

Furs do. . . 

Morchandiso tons... 

,  Total  vahio 


24,80.'-. 
i:i,909 

2,763 
66U 
7,131 
1,4.55 
1,263 
5,686 
8,280 
944 
1,830 
26,261 
22,930 
8,775 
451 
40,069 
3,397 
1,176 
27,824 
518 
2,350 
125 
149 
1 ,000 
803 
650 
2,681 
1,515 
2,674 
l,9.'i6 
8 1,. 100 
101 
160 
1,294 
1,116 
165 
789 
2,613 
644 
l.'i5,148 
920 
4,447 
886 
1.50 
7,616 
80,000 
6,604 
630 
2,889 
6,220 
5,3(M) 
169 
357 


Vak 


3,681 


#210,842  .50 

111,6.52  00 

4,0.52  00 

22.104  00 
9,900  00 
7,1.31  00 

10,185  00 
37,890  00 
34,116  00 
74,. 520  00 

7,. 5.52  00 
45,7.50  00 
1,969,. 575  00 
45,860  00 
26,2;J5  00 
13,. 530  00 
120,207  00 
10,191  00 

2,. 3.52  00 
97,384  00 

1,813  00 
14,100  00 

1,.500  00 

2,235  00 
12,000  00 

28.105  00 
7,800  00 

160,800  00 

45,4.50  00 

13,. 370  00 

f.,877  00 

224,125  00 

38,380  00 

1,920  00 

64,700  00 

10,044  00 

2,310  00 

14,202  00 

78,390  OO 

3,864  00 

12,411  00 

:e,2(io  00 

13, .341  00 

22,1.50  00 

3,300  00 

26,6.56  00 

400,000  00 

69,342  00 

50,400  00 

86,670  00 

12,440  00 

530  00 

2,. 535  00 

5,3:)5  00 

80,000  00 

2,944,800  00 

12,026,497  00 


T     ■ 
J       , 


il: 


ii 


•;    ^ 


ir 


I.; 


(■  ■  : 


ld(i 


ANDREWS'    REPORT    ON 
IMl'OKTH. 


^'1 


Bpociqit  of  inurclmndiNo. 


Salt barrnla. . 

Water-linio do. . .. 

Lakn  6»li do. .. . 

Lumber M  foot. . 

Shinglo-wood cordH. . . 

Shingloa M. .. . 

Railroad  iron tunM.. . 

ilailroad  HpikcH ko^^H.. . 

StovoH No. . . . 

Pig-irun toiM... 

Bar-iron do, .. . 

CaatingB do. . . . 

Crude  plaHtor do. ... 

Bloom  iron du. .. 

Loliigli  coal do. .. 

Copper  ore do. . . 

Marble do. . . 

MolasHoa barrols. 

iiugar do. . . 

Sugar lihda. . 

Powder ki>gH.. 

Nails do. . . 

White  lead do. . . 

Leather aidca. . 

Leather rolla . . 

Dairy  salt aacka. . 

Coa.ae  aalt barrcla. 

Khoes tioxoa.. 

(lops baloa.., 

Green  applca harrela. . 

Cranberrica do. . . 

Siacawit  oil do. .. 

Potatoes buHliols. , 

Oyatera barrels.. 

Oyatera boxes.. 

Patent  paila dozen.. 

Burr-blocka pieces.. 

Locomotives No. . . 

Limoatono cords.. 

Fire-wood do... 

I^atha M  ... 

Merchandise,  aundriea tona  . . 

Total  value , 


Quantities. 


Value. 


00,607 

m, 

H,:iKJ 

10, 

:>a,iJ!)4 

144, 

I2,12(i.'i 

122, 

9aj» 

«. 

.•<,!»H8 

H, 

7,:JH3 

36(1, 

4,(>6(i 

27, 

.540 

•'«, 

70(J 

I'J, 

4UCJ 

20, 

161 

'J, 

i,4ia 

4, 

'2V2 

10, 

.■iH 

6, 

H15 

285, 

i,ai:j 

42, 

8H4 

14, 

5,083 

86, 

77.5 

:,{), 

!>,.'i35 

28, 

a,  980 

10, 

7,050 

13, 

4,5.50 

13, 

1,120 

:»3, 

50,947 

s, 

1,663 

394 

19, 

159 

12, 

8,a77 

16, 

545 

:«, 

100 

■■«, 

11,000 

•s 

607 

3, 

'2,066 

37, 

.358 

1,148 

1, 

22 

176, 

784 

4, 

424 

1,991 

9, 

25,083 

20,066, 

607  00 
478  75 
911  (Ml 
().'«  00 
361  00 
975  rM 
650  00 
866  00 
210  00 
768  00 
990  00 
660  00 
236  00 
600  00 
168  00 
250  00 
455  00 
144  00 
.394  00 
375  00 
6'^  00 
430  00 
254  00 
(»0  00 

am  00 

194  70 
078  75 
700  00 
720  00 
.554  00 
270  00 
000  00 
500  00 
642  00 
188  00 
718  00 
435  00 
000  00 
704  00 
848  00 
986  50 
400  00 


22,804,159  00 


COLONIAL   AND    LAKB    TRADE.  137 

No.  12. — DisTKicT  OF  8anduhky,  Ohio. 

f*ort  of  entry,  Sandusky  city ;  latituih-  41°  22',  longitiulo  80°  42' ; 
fM)j)ulalif)n  in  1850,  .'i,()87. 

Till!  district  of  Sandusky  cxtcndH  from  Black  river  westward,  ir>- 
cludin^  the  ports  of  Vermillion,  Huron,  Milan,  Sandusky,  Venice,  Fre- 
mont, I'ortago  Plaster  Bed,  and  I'ort  CMinton,  l)(;ing  a  distance  of  filly 
inilc8  lake  coast,  and  some  fli'ty  more  of  hay  and  river.  In  natural 
advantages  lor  eonmiercial  progress,  j)rol)ably  this  district  is  surpassed 
by  no  oilier  t)n  Lake  Erie  west  of  Buffalo  Creek.  Within  its  borders 
are  several  navigable  rivers  and  oiu^  of  the  finest  bays  in  the  west,  ca- 
pable of  furnishing  anchorage  to  any  number  of  vessels,  at  which  they 
may  safely  ride  during  the  most  severe  gales,  and  to  which  they  gain 
access  during  the  prevah'nco  of  almost  any  wind.  The  whole  of  the 
buck  country  on  which  it  rests  is  fertile  and  rich  in  agricultural  resources, 
and  sends  f()rth  annually  large  (|uantities  of  surplus  produce  over  the 
diflerent  railways  and  canals  by  which  it  is  penetrated. 

Vermillion,  the  easternmost  of  all  the  ports  in  this  district,  is  situatcul 
on  the  lake;  shore  at  the  mouth  of  th(!  Vermillion  river,  about  ten  miles 
distant  from  Black  river,  and  as  many  more  from  Huron.  It  has  no  re- 
markable features  which  reijuire  particular  notice,  but  is  simply  a  place 
for  exchange  of  produce  against  merchandise,  f<)r  its  shipments  to  other 
markets.     This  statement  exhibits  the  commerce  of  the  port  as  fi)llows : 

Imports $116,295 

Exports 196,712 

Total 313,007 

In  1847,  the  valuation  was $377,000 


M! 


Huron,  the  next  port  in  course  to  the  W(;stward,  is  situated  on  Huron 
river.  abt»ut  ten  miles  east  from  Sandusky,  and  has  a  good  harbor,  with 
this  cxct'piion — that  in  some  seasons  there  are  accumulations  on  the  bur 
at  its  mouth,  which  require  removal  in  order  to  make  access  lo  it  easy. 

A  ship-canal  has  been  constructed  from  this  point  to  Milan,  u  dis- 
tance of  eight  miles,  by  which  vessels  ascend,  and  load  at  the  latter 
])oint.  A  railway  was  projected  from  this  point  to  intersect  with  the 
Sandusky  and  Mansfield  railroad  ;  but  is  nc»t  yet  in  progress.  The  com- 
merce of  Huron  is  valued  us  f()llows  : 

Exi)ort8 $581,676 

Imports 877,155 

Total 1,458,831 

In  1847,  the  valuation  amounted  to  nearly $3,000,000 

Milan  is  not,  to  speak  with  exactitude,  a  lake  port ;  but  an  account  of 
its  business  is  necessary  to  a  full  computation  of  the  lake  trade  as  no 


:  Ei 


138 


ANDREWS      REPORT    ON 


I    1 


t    '■ 


. 

returns  of  its  business  are  supposed  to  be  taken  by  the  collector  at 
Huron,  through  which  port  all  vessels  pass  in  going  up  and  returning 
from  Milan.  This  commerce,  according  to  the  canal-collector,  amounted 
last  year  to — 

Exports 8435,816 

Imports 690,185 

Total 1.126,901 

As  no  separate  accounts  of  this  trade  appear  to  have  been  kept  in 
1847,  it  is  probable  that  they  were  included  with  those  of  Huron. 

Sandusky,  the  port  of  entry,  lies  on  the  south  shore  of  a  most  beau- 
tiful bay  of  the  same  name,  about  five  miles  from  its  moutii,  and  con- 
tains about  8,000  inhabitants.  This  bay  is  about  twenty  miles  in  length 
and  five  in  width,  forming  a  shelter  large  enough  to  give  anchorage  to 
the  whole  lake  marine,  with  an  average  depth  of  twelve  feet  water. 
The  bar  at  the  mouth  of  the  bay  is  sometimes  enlarged,  or  its  shape 
changed,  by  the  spring-currents.  A  straight  channel  has,  however, 
been  dredged  through  it,  at  the  expense  of  the  city,  in  which  there  is 
about  eleven  feet  of  water. 

Sandusky  city  is  the  capital  of  Erie  county,  Ohio,  and  lies  60  miles 
west  from  Cleveland,  110  miles  north  from  Columbus,  414  from 
Washington — directly  facing  the  outlet  of  the  bay  into  Lake  Erie,  at 
three  miles  distance,  of  which  it  commands  a  fine  view.  The  city  is 
situated  en  an  inexhaustible  quarry  of  fine-building  stone,  of  which 
many  of  the  best  buildings  are  erected. 

The  Mad  river  and  Lake  Erie  railroad  connects  this  city  with  Cin- 
cinnati and  the  Ohio,  the  passage  from  city  to  city  occupying  about  ten 
hours.  This  road  runs  through  one  of  the  most  beautiful  and  opulent 
agricultural  regions  in  all  the  West,  literally  overflowing  with  the  cereal 
produce  of  a  young  and  productive  soil.  The  Sandusky,  Mansfield,  and 
Newark  railway  connects  it  with  Newark,  passing  likewis(!  through  a 
rich  portion  of  the  State,  and  crossing  the  Cleveland  and  Columbus 
road,  by  means  of  which  it  has  communication  with  boih  those  cities. 
Tno  advantageous  relations  of  this  city  in  regard  to  the  central  por- 
tions of  the  State,  together  with  its  superior  liarbor  facilities  give  it 
an  active  commercial  aspect. 

The  deputy  collector  has  furnished  returns  showing  the  imports 
coastwise  to  amount — 

In  1851,  to $15,985,357 

Exports  same  year,  to 6,459,659 

Total  trade  constwise 22,445,016 

Canadian  imports,  1851 272,844 

Canadian  exports,  I85J 99,088 

Total  commerce  in  1851 22,816,948 


COLOmAL    AND   LAKE    TRADE. 


139 


Totalin  1851 $22,816,982 

Total  in  1850 12,111,034 

Increase 10,705,948 

Nunnber  of  arrivals  in  1851 1,998 

Number  of  departures  in  1851 1,990 

3,988 


The  total  quantity  of  wheat  shipped  from  Sandusky  to  Canadian 
ports  amounted — 

In  1851,  to 121,672  bushels. 

Coastwise 1,800,000       " 

Also,  147,951  barrels  flour,  reduced  to  bushels 739,735 

Making  a  total  equal  to 2,661,407       " 

The  following  comparative  table  will  show  the  principal  exports  from 
Sandusky  for  the  Ibllowing  consecutive  years  : 


Articles,  &c. 


Wheat bushels. 

Flour barrels. 

Cum bushels. 

Oats do. . . 


1849. 


{'ork barrels. 

Hams pounds. 

Butter do. .. 

Cheese do . . . 

Lard do. .. 


Tullow do. . . . 

Ashes casks. . 

Whiskey - barrels. . 

High  wines do. . . . 

Wool pounds. . 

Tobacco do. ... 

F'urs do. . . . 

Hogs number. . 

Salcoratus pounds. . 

Arrivals 

Clearances 

Duties  collected value. . 


829,210 

.56,686 

98,485 

9,881 

15,781 

10,800 

610,951 

3,660 

695,881 

274,712 

1,908 

.'J,.')53 

2  491 

1,435',  360 

183,259 

42,800 

11,707 

11,000 

1,168 

11,136 

$11,052 


1850. 


1,552,699 

78,902 

288,742 

18,634 

8,073 

287,187 

754,588 

545,685 

860,798 

176,379 

1,568 

2,778 

5,278 

1,669,677 

316,000 

61,126 

34,751 

30,000 

1,610 

1,546 

$20,806 


1851. 


1,922,069 

147,951 

712,121 

84,198 

5,564 

175,900 

382,340 

8,100 

229,712 

115,337 

2,082 

3,978 

11,916 

1,690,. 557 

549,046 

109,125 

105,026 

20,156 

1,998 

1,990 

$33,834 


Fr(!mont,  formerly  called  Lower  Sandusky,  is  situated  on  Sandusky 
riv<>r,  about  thirty  miles  from  Sandusky  city,  and  is  accessible  to  ves- 
sels of  light  draught.  Its  commerce  is  gradually  on  the  increase,  as 
will  be  seen  by  the  accompanying  statements  furnished  by  the  deputy 
collector  : 


! 


I'  i 


-I: 


'1!     ^ 


I 


140 


ANDREWS*    REPORT    ON 


Imports : $359,419 

Exports 314,530 

Total  for  1851 673,949 

Total  for  1850 217,843 

Increase 456,106 


Venice,  at  the  mouth  of  Cold  creek,  on  Sandusky  bay,  three  miles 
above  the  city,  is  the  place  of  shipment  lor  the  products  of  two  large 
flouring  mills ;  the  shipments  in  1851  were  34,771  barrels,  valued  at 
$121,698. 

Another  shipping  point  on  the  opposite  side  of  the  bay  is  .it  the 
plaster  quarry,  known  as  the  Portage  Plaster  Bed,  and  its  business 
consists  tor  the  most  part  of  shipments  of  piaster,  both  ground  and 
crude.     In  1851  there  were  shipped  of  the  ground  article  from  this  port 

4,051  barrels,  valued  at $5,265 

Crude,  4,414  tons,  valued  at 13,242 

Total 18,507 

Port  Clinton,  the  only  port  in  this  district  not  already  noticed,  is  sit- 
uated on  the  lake  about  ten  miles  west  from  Sandusky,  and  having  but 
a  narrow  peninsula  of  land  back  of  it,  is  not  a  place  of  extensive  trade. 
The  statement  of  the  deputy  collector  fixes  the    value   of 

imports  for  1851  at $59,049 

Exports  for  the  same  year 67,235 

Total 126,284 


Besides  the  above-mentioned  regular  ports,  there  are  numerous 
islands  included  within  the  limits  of  this  district,  among  which  are 
Kelly's,  Cunningham's,  Put-in  Bay,  and  others,  some  of  them  affording 
the  best  shelter  to  disabled  vessels,  in  severe  gales,  to  be  found  any- 
where on  the  lakes.  It  was  in  the  immediate  vicinity  of  this  group, 
and  in  fact  in  the  midst  of  it,  that  Perry's  engagement  was  fought,  and 
the  killed  Ibund  a  burying  place  on  the  island  last  named. 

The  commerce  of  these  islands  is  not  large.  Wood,  fish,  with  some 
vegetable  food,  are  exported  and  supplied  to  vessels,  and  supplies  for 
the  inhabitants  are  imported  ;  but  no  definite  returns  on  which  to  esti- 
mate the  value  of  their  trade  have  been  received. 

The  following  tables  will  exhibit  the  trade  of  the  district  in  detail, 
by  which  it  will  be  seen  that  the  total  commerce  was — 

In  1851 $22,511,570 

In  1850 14,907,788 

Increase 7,603,782 


COLONIAL   AND    LAKE    TRADE. 


141 


Years. 

Entrances. 

Tons. 

Men. 

Clearances. 

Tons. 

Men. 

1851 

2,843 
2,647 

540,171 
472,620 

19,565 
18,459 

2,840 
2,590 

537,979 

464,807 

19,433 

1850 

18,095 

IiirrpfLfin  ...>■■••■•■ 

196 

67,551 

1,106 

250 

73,172 

1,338 

The  Ibllowing  table  will  exhibit  ii  few  of  the  principal  articles  of 
export  from  the  important  ports  in  the  district  during  the  years  1847 
and  1851 : 


i 


t|: 


' 


Articles. 


Wheat... bbls 
Corn  . . .  .bush. 
Flour. . .  .bbls  . 
Oats ....  bush. 
Pork  ....  bbls 

Beef. do. 

Ashes  . . .  .do. 
Whiskey  ..do. 
Lumber  .  .feet 
Staves . ,  .  No , 


Sandusky. 


1847. 


1,818,754 

162,265 

113,066 

150,000 

10,150 

610 

1,817 

2,815 


67,859 


1851. 


1,800,397 

712,121 

147,951 

84,198 

5,564 

1,084 

2,088 

3,978 

266,000 

1,079,099 


Huron. 


Milan. 


1847. 


1,588,866 

11,114 

7,082 

100,000 

22,789 

2,644 

2,653 

1,255 

100,000 

1,813,058 


1851.      1847 


344,784 

266,222 

1,973 

65,423 

248 

1,390 

492 

1,574 

698,574 

1,364,000 


SCO 

.Sg 

9)    0) 

S  ^* 

s 


1851. 


258,778 

220,264 

1,763 

56,033 

439 

297 

535 

1,402 

718,000 

1,456,500 


Vermillion. 


1847.       1851. 


40,000  ! 

1,000  I 

2,000  I 

20,000  I 

1,000 

500 

200 


37,362 

39,895 

6,864 

6,860 

394 

107 

101 


700,000 
700,000 


75,000 
1,133,000 


There  are  enrolled  in  tiie  iSandusky  district  73  tons  of  steam, 

and  4,785  tons  of  sailing  vessels  ;  total 3,858 

For  1847.  total \ 4,322 


Increase. 


536 


it 


i  •:■ 


Abstract  of  value  of  domestic  exports  of'  the  district  of  Sandmky,   Ohio,  to 
Canada,  during  the  following  years,  viz: 

]  849.— In  American  vessels $24  00 

In  British  ves.sels 2,950  00 


Total 3,074  00 


1850.— In  American  vessels $39,435  00 

In  British  vessels 43,236  00 


Total 82,671  00 


ii 


I 


* 


J 


i 


143 


ANDREWS     RSPORT    ON 

Canadian  trade  in  1851« 


Imports — In  American  vessels. 
In  British  vessels. . . 


Duties  collected. 

$56,859     $2,244 

18,769     3,515 


Total. 


»75,628     5,769 


[♦  Tn  this  is  included  2,286  tons  of  railroad  iron  imported  via  Que- 
bec duty  paid  on  758  tons,  $5,076 ;  balance,  1,528  tons,  in  bond. 
There  was  imported  into  the  district  of  Sackett's  Harbor,  in  British 
vessels,  not  included  in  the  returns,  2,045  tons  6  cwt.  1  (jr.  19  lbs.  rail- 
road iron ;  value  $49,476  31 ;  duty  $14,842  90.] 

Exports — In  American  vessels $33,239 

In  British  vessels 65,849 


99,088 


121,672  busliels  of  wlieat  included  in  the  above  ;  the  whole  amount 
principally  provisions. 

Total  imports  and  exports — In  American  vessels $90,098 

In  British  vessels 84,618 


Total 174,716 


Tonnage. 

Inward. 

American  vessels 4  steam  1,494  . 

53  sail..  4,760  . 

British  vessels 2  steam     280  . 

15  sad..     746 


Outward. 

.10  sail..  $1,396 
.  3  steam  336 
,  9  sail..      l,30a 


Total. 


.74. 


.22 


COLONIAL   AND    LAKE    TRADE. 


143 


Imports  coastwise  into  the  district  of  Sandusky,  Ohio,  during  the  year  ending 

December  31,  1851. 


Species  of  import. 


Merchandise • 

Express  packages 

Railroad  iron 

Spikes ' 

Machinery 

Stoves  and  castings 

Pig  iron 

Iron,  assorted 

Sheet  iron 

Nail 

Tin  platu 

Threshing  machines 

Steam-engines  and  boilers. 

Scrap  iron 

Locomotives 

Coal 

Salt 

Dairy  salt 

Fish 

Beer 

Water  lime 

Cranberries 

Ijumbcr 

Shingles 

Shingle-wood 

Fire-wood 

Cheese 

Wagons 

Stone  ware 

Cedar  posts 

Ground  plaster 

Furniture 

Whiskey 

Ploughs 

Apples,  ffveen 

Do.,  .dried 

Butter 

Piano-fortes 

Grindstones 

Coaches  and  carriages. . . . 

I^ths 

Sand 

Timber 

Hoop  poles 

Marble 

Barley 

Lard 

Powder 

Malt 

Tea 

Oil 

Empty  barrels 

Potatoes 

Shingle  machine 

Brick 

Miscellaneous  goods 

Sundries 


Quantity. 


21,011 

900.. 
17,486.. 
480.. 
3521 
1,241.. 
192.. 
449.. 
73 
710 
81 
2.. 
3.. 
40 
12., 
2,745 
52,738 
4,224 
7,538 
2,058. 
1,502. 
1,099. 
G,809 
11,075 
440 
4,587. 
383,889 
10. 
0,140 
913. 
2,690 
74,900 
603 
314. 
11,284 
90. 
279 
362. 
75 
85. 
.'<,970 
70,000 
220,000 
9,000. 
44 
256 
359 
950. 
206 
196 
60 
500. 
240 
1. 
30,000. 
254 
677 


tons .. . . 

.do 

.do 

.do 

.do 

.do 

.do 

.do 

bundles , 
kegs... . 
boxes. . . 


tons  . 


tons  ... 
barrels . 
bags... 
barrels . 
, .  .do.. . 
, .  .do... 
, .  .do... 
M  feet. 

M 

cords . . 

, .do. . . . 

boxes, . 


gallons. 


barrels . 
..do... 
kegs... 


tons  . 


Value. 


barrels . 
pounds, 
barrels. 


M  pieces, 
bushels  . . 
feet 


tons  .  . 
bushels, 
kegs... 
..do. . . . 
bushels, 
chests. . 
barrels. 


bushels- 


tons  . . . 
articles. 


$10,505,500 
3,900,000 
699,440 
38,400 
28,260 
198,560 
7,680 
44,900 
282 
2,506 
889 
700 
3,800 
400 
96,000 
11,100 
55,902 
520 
52,766 
12,348 
2,255 
6,594 
68,090 
27,687 
5,328 
10,320 
23,033 
800 
614 
114 
4,040 
7,490 
4,824 
2,512 
22,568 
317 
2,790 
72,400 
1.350 

i7;ooo 

7,952 

1,400 

17,600 

90 

3,525 

113 

2,154 

3,600 

93 

4,800 

1,920 

260 

120 

125 

130 

1,062 

324 


it 


•'■     \ 


15,985,357 


144 


ANDREWS'    REPORT   ON 


Exports  coastwise  from  the  district  of  Sandusky,  Ohio,  during  the  year  end- 
ing December  31,  1851 — destined  mostly  for  the  eastern  market. 


Species  of  export. 


Wheat 
Corn . . . 


Oats 

Clover  seed 

Timothy  seed  . . . . 

Flax       ') 

HH        1   Is 

Exp  .      laoKages. 

yiour...'. 

B»ef. 


Pork 

Whiskey 

High  wines 

Alcohol 

Beans  

Eggs 

Cranberries • 

Ground  plaster 

Crude. .  •  ^o 

Sweet  potatoes 

Ashes,  pot 

Apples,  green 

Do.. .  dried 

Peaches,  dried 

Butter 

Lard 

Tallow 

Faatiicrs ■ 

Wool 

Beeswax 

Ginseng 

Leather  (in  rolls) 

Do. .  .(unfinished) 

Furniture 

Merchandise • . 

Rags 

Cheese 

Oil-cake 

Candles 

Corn-meal 

Tobacco 

Hams 

Broom-coru 

Furs 

Live  hogs 

Dressed  iiogs 

Flaxseed  oil 

Black-walnut  lumber 

Staves  (pipe,  hhd.,  and  butt). 

Hides 

Shft^p-pelts 

Deer-skins 

Empty  casks 

Potatoes 

Salaeratus 

Bristles 

Railroad  iron 

Railroad  chairs 

Pig  iron 

Lard  oil 

Beef-tongues 

Lumber 

Ship-plank 


2,621,224 
1,282,509. 
239,936. 
203 
740. 
1,859. 
643. 
?50,000 
194,682 
3,0.38. 
7,196. 
5,i>52. 
12,598. 
589. 
11. 
2,962. 
4. 
4,146. 
4,414 
93 
3,214 
190 
86,452 
16,408. 
382,340. 
267,337. 
157,127. 
36,351. 
2,340,771. 
3,295. 
3 
51 
106,768 
188,700. 
810.093. 
656,101. 
8,100. 
247,026. 
17,807. 
113 
549,046 
187,100. 
21,565. 
128,435. 
72,399. 
32,827. 
1,331 
425 
5,947 
2,256. 
1.035 
54. 
1,084. 
411 
20,156 
6 
42 
197. 
11. 
3 
33. 
2,046 
252. 


bushels  . . . 

...do 

. .  .do 

barrels.. . . 
. .  .do 

.  .  .QO  ..•••• 

. .  .do 

pounds,. . . 

barrels .... 

. .  .do 

. ..do 

. .  .do..  •  •  •  • 

. .  .do 

. .  .do 

. .  .do • 

. .  .do, 

. .  .do 

. ,  .do 


tons 

bushels,. . . 

casks 

barrels .... 

pounds, . . . 

. .  .do 

. .  .do 

.  .  .QO  .••••• 

. .  .do 

. .  .do 

.  ..do 

. .  .do 

barrels .... 

rolls 

pounds.. .. 

. .  .do 

. .  .do 

. .  .do 

. .  .do 

. .  .do 

. .  .do 

barrels.. . . 

pounds.. .. 

. .  .do 

. .  .do.. . . .  • 
...do 


barrels . 
M  feet. 
M 


bundles . , 

I  •  •CIO  •  •  ■  •  < 


bushels, 
pounds, 
narrels., 
tons, . . . 
,  .do.... 
,  .do. .. . 
barrels. 
. .  .do..., 
M  feet. 
,  .do 


Value, 


«••#•••• 


$1,808,645 

513,004 

71,981 

2,842 

2,810 

6,971 

964 

500,000 

681,386 

21,286 

86,352 

36,088 

91,326 

12,958 

38 

14,810 

24 

6,219 

132,420 

93 

67,494 

380 

3,458 

1,969 

3,823 

18,714 

13,370 

10,905 

795,861 

824 

100 

2,550 

21,353 

18,870 

162,019 

14,963 

486 

2,470 

1,780 

175 

,'>4,905 

11,226 

1,078 

128,425 

434,394 

295,443 

42,599 

5,375 

148,675 

6,204 

36,225 

8,700 

813 

205 

907 

42 

1,680 

15,760 

880 

108 

495 

20,460 

3,528 


,808,645 
513,004 
71,981 
3,842 
3,810 
6,971 
964 
500,000 
681,386 
21,286 
86,352 
36,088 
91,336 
12,958 
38 
14,810 
34 
6,319 
132,430 
93 
67,494  ' 

380 
3,458 
1,969 
3,833 
18,714 
13,370 
10,905 
195,861 
834 
100 
3,550 
21,353 
18,870 
162,019 
14,963 
486 
2,470 
1,780 
175 
54,905 
11,336 
1,078 
138,435 
434,394 
395,443 
43,592 
5,375 
148,675 
6,204 
36,325 
2,700 
813 
205 
907 
42 
1,680 
15,760 
880 
108 
495 
20,460 
3,528 


COLONIAL   AND    LAKE    TRADE. 

Exports  coastwise — Continued. 


145 


species  of  export. 


Shingles 

GriiidstoncH  

Siiip-knceH 

Railroad  tie:) 

Buggy  wdj^fons 

Fliiggiiig  stones 

Block  stones 

Stoves  and  furnitiiro 

Glass  ware 

Medicine 

Wood 

Fish 

Tloop-polus 

Timber 

Ox-Hiarrow 

Ncatsfiiot  oil 

liisL'cIlancous 


Total  value. 


Quantity. 


530 
1,068 
60. 
'-',400. 
2. 
Hi) 
1,000 
150, 
."i 
1 
2,877 
1,194 
139,000. 
S.! 
.'i 

10. 
423,765 


M... 

tons . 


M  foot, 
tons  . . . 
..do..,, 
lioxes . . 
box . . . . 
cords., . 
barrels. 


sticks. . 

barroL, 

.,,do,.. 

pounds. 


Value. 


$1,.T35 

10,2^4 

60 

480 

175 

3,000 

8,000 

10,500 

50 

30 

3,409 

8,7.?5 

1,390 

175 

90 

3.50 

53,765 


0,459,659 


CuiTUM-iiousK,  Satiduiky,  Ohio,  January  7, 1852. 


No.  13. — DisTuicT  OF  Miami,  Ohio. 

Port  of  cr  .y.  '  "oltulo  ;  latitude  41°  38',  longitude  83^  35';  popula- 
tion iti  1840,  1,222;  in  1850,3,829. 

Tliis  district  li;is  a  shore-line  ollii'iy  miles  in  extent,  comprising  that 
portion  of  th(!  hike  ;nid  river  const  lying  hetween  Port  Clinton  juhI  the 
dividing  line  hetween  Michigiin  and  Ohio,  ;nid  includes  the  ports  of 
Manhaltiui,  'I'oledo,  Mauniee,  ;md  Perryshurgh.  The  li)rrncr  is  a  port 
of  but  little  importance,  turnishing  no  returns.  Maumee  city  and  Per- 
ryshurgh are  hoth  situated  on  the  Maumee  rivt>r,  within  a  few  miles  of 
Toledo,  and  might,  perluips,  be  considered  with  more  propriety  suburbs 
of  that  pl;ic(^  thiUi  indefxiulont  j)orts  of  entry.  The  commerc(!  of  Per- 
ryshurgh is  returned  by  the  collector  as  ti)llo\vs : 

Imports $204,755 

Exports 4 1,055 

Total 305.811 

That  of  Maumee  city  is  ascertained  Irom  the  same  source  to  be — 

Imports $16,207 

Exports 30,557 

46,764 


!>:     1 


Toledo  is,  in  one  res[)ect,  more  advantageously  situated  foi  an  ex- 
10 


146  ANDHKWS'    REPORT   ON 

tensive  lake  commerce  tlian  perhaps  nny  other  westoni  port,  from  thfi 
fact  that  it  has  two  canals,  both  connecting  it  with  tlie  Ohio,  terminating 
in  its  port:  one  the  Miami  and  Erie  canal  to  Cincinnati,  and  the  other 
the  Eric  and  Wabash  canal,  intercommunicating  with  Evansville,  Indi- 
ana, and  traversing  the  entire  Wabash  valley,  which  thereby  renders 
the  richest  portion  of  the  entire  State  of  Indiana  tributary  to  its  traffic. 
This  circumstance,  when  taken  in  connexion  with  tiie  fact  that  rail- 
way transportation  has  hitherto  been  unable  to  compete  on  ecjual  terms 
with  water  for  the  inland  carriage  of  heavy  freight,  such  as  agricul- 
tural |)roduc(>,  renders  it  absolutely  certain  that,  at  no  very  distant 
date,  Toledo  must  become  llu;  grand  depot  for  the  lake  trade  of  the 
valleys  of  the  Miami  ami  Wabash  ;  and,  inasmuch  ns  the  course  of 
trade  for  productions  of  that  sort  is  annually  lending  mort;  and  more  to 
the  northward,  this  is  almost  tantamount  to  saying  that  it  must  needs  be 
ultimately  the  great  meeting-place  and  mait  for  the  immense  products 
of  all  northwestern  Ohio  and  of  all  northeastern  Indiana,  these  valleys 
being  beyond  all  doubt  the  very  richest  and  most  fertile  portions  of  the 
respective  States,  which  cannot  be  surpassed,  if  ecjualled,  by  any  in  the 
Union  for  tlunr  agricultural  wealth. 

Toledo  is  well  situated  on  the  west  side  of  thv  Mauiiici'  river,  at  u 
short  distance^  from  the  head  of  Maum(M:'  bay,  in  Lucas  county,  Ohio, 
134  miles  NNW.  from  Columbus  and  4G4  from  Washington.  Its 
present  population  is  estimated  at  about  5,000  individuals,  and  is  con- 
stantly on  the  increase. 

One  line  of  railroad  is  alr(\'idy  completed,  connecting  Toledo  with 
Chicago,  known  as  the  Southern  Michigan  ;  and  another — the  lake  shore 
road,  which  will  f()rm  an  intrreommunication  with  Buflalo,  Cleveland, 
Sandusky,  and  the  other  eastern  marts  and  harbors  on  I  Ik;  lak(^ — is  in 
rapid  progress ;  and  will,  it  may  b(»  confidently  expected,  be  finished 
within  a  tW(>lve-month,  or  a  little  over,  which  will  ot"  course  add  a  new 
stimulus  to  the  business  of  Toledo.  A  third  road  is  also  j)rojceted  through 
the  Miami  valley,  in  the  direitlon  of  Cincinnati. 

Thesi  dvantages,  together  with  the  possession  of  an  excellent  harbor 
and  good  arrangements  for  freighting  on  the  lakes,  have  already  so  liir 
developed  the  commerce  of  this  port,  as  to  give  the  most  gratifying 
assurances  in  regard  to  its  t'uture  ])rogross  and  prosperity. 

The  commerce  of  Toh.'do,  so  far  as  can  be  ascf;rlai ned  from  the 
scanty  returns  which  have  been  sent  in  by  the  collector,  are  as  ti)llow8 
for  the  years  1851  and  1847;  no  comparative  statement  concerning 
other  years  being  attainable,  from  the  absence  <)f  reports  : 

Imports  coastwise  for  1851 $22,987,772 

Exports  coastwise  for  1851 7,847,808 

Total  coastwise  for  1851 30,835,580 

Imports,  foreign,  for  1851 $33,007 

Exports,  foreign,  for  1851 f>6, 304 

99,311 

Total  commerce,  1851 30,934,891 


'S\ 


COLONTAL   AND   I.ARB   TRADE. 


147 


Entrfinces 1,603 

Clearances 1,609 


.tons  418,892 
.  "      419,942 


Total. 


3,'>12 838,834 


The  total  commerce  of  the  district,  including  nil  the  ports,  for  1851, 


was- 


Imnorts $23,301,741 

Exports 7,985,724 

Total 31,285,465 


The  same  ibr  the  year  1847  amounted  only  to — 

Imports 84,033,985 

Exports 4,034,824 

8,068,809 


Commerce  of  1851 $31,285,465 

Commerce  of  1847 8,068,809 


Increase  on  four  years 23,216,656 


The  total  enrolled  and  licensed  tonnage;  for  1851,  is  3,286  tons. 

Entrances  for  1851  in  the  whole  district.  . .  .1,710. Ifnis  437,996 

Clearances         do  do ]  ,714 "     438,449 


Totals 3,424. 


876,446 


H 

Hi 


fill 


CANADIAN  TRADE  IN  1851. 
Imports. 

In  American  vessels $8,441 duty  $2,129 

In  British  vessels 18,028 do       5,390 


Totals 26,469. 


7,519 


Exports. 

In  American  vessels $2,940 

In  British  vessels 63,364 


Total  exports 66,304 


*; 


148 


ANDREWS     REPORT   ON 


Totnl  imports  and  exports — 

In  Amcricin  vessels $11  381 

In  British  vessels 81,392 

Total  Canadian  trade; 92,773 


Tunnagc  inivard. 

American,  sail 12 1 ,742  tons. 

British,  sail 7 934    " 

British,  steam 2 404    " 


2,080 


Tonnage  oulwurd. 

American,  sail 1 150  tons. 

British,    slcain 2 404  " 

British,  sail 7 934  " 


1,488 


Statement  showing  ,'hr  jirincipnl  arfirlnt,  (heir  (/uantifij  and  value,  imporff^d 
coastwise  into  the  port  of  Toledo  during  the  ifcar  ending  Decenibir  31, 
1851. 


ArticlcH. 


ii 


r 


Assorted  mcrrliandisR tunH. . 

Iron,  bar  and  biindlu du.. . 

Iron,  railroad do. . , 

Iron,  y>\q do. . . 

Steel poiindH. , 

Nails kvga. . 

Spikes do. . . 

CaxtingH,  iron pounds. . 

Tin boxes. . 

Axes do. . . 

Stoves nnnilx'r. . 

Stove  trinimmgs ponnds. . 

Hardware tons. . 

Hollow  ware pieces. . 

Scales packages. . 

Machinery do. . . . 

Stoneware gallons. . 

Glass boxes. . 

Cheese do. . . 

Cofl'ee bags. . 

Sugar barrels. . 

Molasses gallons. . 

Tobacco pounds. . 

Hides,  Spanish number. . 

Hops bulcN.. 

Powder kegs, . 

Spirits , barrels. . 

Oil do. . . , 


(Quantity. 

Valuo. 

a.'j.yfio 

$18,  (308. 000 

-m 

IH.'iOO 

9,415 

4-23,(;7.'> 

113 

4..ViO 

18,9-28 

2,082 

(i,0(J7 

19,.1;-)4 

10,(199 

50,499 

187,.W8 

7,502 

:,',17(i 

20,7(iO 

7:20 

7,920 

4,199 

.'■.0,;i86 

ao,iJ9-> 

13,190 

5.')7 

3«),90() 

3,G19 

7,-j:w 

420 

27,300 

.583 

52,470 

ICfi-'iO 

1,  ()(;.-> 

3, '249 

6,498 

2,898 

7,249 

()47 

9,(t.'i8 

3,900 

70,200 

13,. 380 

47,888 

33,810 

5,071 

16,380 

2,293 

23 

2,760 

20,242 

80,968 

481 

26,4.')5 

133 

3,960 

COLONIAL    AND    LARB    TRADB. 

STATE  M  KNT— Continued. 


149 


Arliclea. 


Candy boxcH. 

AppluH,  grcou IJurrolH. 

A|)|iloH,  <lry biiHliols. 

Barley 


Malt." do 

Alo  und  bocr liurrulH. , 

Wutcr-liiiio du. . . . 

PlnHtcr du. . . . 

While  fish  and  trout du. . . . 

Maekorcl do. , . . 

Salt do 

Salt I>aff8.. 

Lciitlior rullH. . 

Koots  and  hIiiios , .  .caH(>s. . 

VVliite  lend \icgn. , 

Coul,  bitiiininouN tonH. . 

ConI,  Lehi^rli tuns. . 

Pinnus number. . 

Wagons do. .  . 

C'urriajres,  &.c do. , , 

Kniiruud  passenger  ears do. . . 

Do. . .  .loi'oniotivcH <lu. . . 

Du. . .  .freijrbt  carH do. . . 

ThreHliin$(  iiKK^hincH du. . . 

Uo'iperH do . . . 

Iron  safi-H du. . . 

iloiiHeliold  goods paokngcH. . 

Marble tons.  . 

GrindHtouL'M nunibcr. .' 

Lutnlwr t'ert. .[ 

SliinglcH M. . 

Lath.H ii<iinl)or. . 

Pin(!  luvs feet.  . 

I  lornes head .  . 

Cattle do. .  . 

Sheep du, .  . 

K.xjiress  poods [)ackagcH,  . 

Sundries 


Quantity. 


677 

G,3U4 

l,ai5 

27,505 

3,672 

l,5.^i4 

1,«28 

467 

10,4!)!) 

l.-iO 

102,032 

7!),(ltS0 

1,110 

6,098 

1,837 

1,829 

7'0 

220 

43 

33 

10 

20 

IM 

61 

7.5 

22 

l.-WS 

1,777 

1,054 

11,8.37,747 

6,277 

2,.'i6!),715 

1,000,000 

101 

29 

221 


Value. 


$2,031 

12,728 
1,823 

13,752 

2,295 

9,424 

2,742 

467 

73,4!)3 

1,600 

107,032 

9,885 

33,300 

243,920 

6,429 

7,316 

5,775 

44,000 
2,580 
6,600 

20,000 
160,000 

7 1,25 J 

16,775 

15,000 
2,750 

12,224 

03,972 

697 

142,052 

15.693 
6,423 
7,000 
fi,060 
5.075 
4,420 
1,910.000 

17,7.'i5 


Total  value. 


22,987,772 


Statcmrnt  if  (he  priiictjid!  arlir/ts,  t/irir  (furnili/ii  find  vnlur,  exported  coast- 
wisr  from  f/ie  port  of  Toledo  uurbig  the  [/air  ending  December  3.1,  1851. 


Arlieles). 


Corn bushels. 

Wheat du.. 

Flour barrels. 

Hacon casks. 

Hams number. 

Pi)rk barrels. 

Lard du. . 

Lard  oil du. . 


Live  huir 


iber 


iive  cattle.  . 
Liivo  horsi's  , 


IjIVO  shee|> do. 

Beef barrels 

Tallow do. 


Quantity. 

Valuo. 

2,775,149 

$1,110,017 

1,639,744 

1,082,231 

1          242.677 

849,.W9 

14,1. 10 

706,910 

4.096 

5,»!)8 

38.6.'i8 

.'i02,.'i.'i4 

27,lt;5 

434,640 

6,078 

182,340 

23,r)47 

117,735 

744 

22,320 

.301 

27,090 

l,?.^ 

3,518 

7,2!)6 

69,312 

1,884 

88,260 

i! 


i 


'It 


160 


ANDREWS*    HE  PORT    ON 

STATEMENT— Continued. 


ArtirleM. 


Gr«»M jioiindit, 

liinMed  oil Liirn^lH, 

Oil-caku toiiti. 

J-liddii iiuiiilxT. 

Sliaiip-pultH ImluN. 

FurH  (eHtiiniited) 

Oats ' bimliulii, 

Bcnns do.. 

Hiirluy do.. 

Corn-moiil Imirx, 

Bood ImrrJl*. 

Potatoes ImihIioIh. 

Craiiborrira barri'ls. 

ChccHO boxvH. 

Butter kv^H. 

Candic!) Ikixch. 

Rnoswax ))oiiiid8. 

VjBg» biirrolfi. 

Fish do. . 

Sugar h(i;;sbcaHi'. 

MoliiSMeH biirrclH, 

NutH bUHllclH. 

Tobacco Iiorrslicaiis. 

Tobacco Iioxcs. 

Spirits 'axkri, 

Lcutbcr rollH, 

Wool ImleH. 

Foatlinrs do. . 

Cotton do.. 

Hrooiri-corii do. . 

ilcrnp do. . 

AslicH caHkN. 

iiiiinbcr M  feet. 

Staves M. 

RugH poundfi. 

iloofuig  piipi^r roll8. 

CarriagcH iiiiinbvr. 

Varniini l>urrclH. 

IV'pporinitit,  oil  of. )ioiiti(lH. 

Mercliandi.sc do. . 

Express  ifoodi) pai  ku^roH. 

SundricH do. . 

Woali-boards do/cii. 


Total  vuluo  , 


(Quantity. 


147 

7,  laa 

11>3 


()i,44l 
l!)<) 

am 

HI4 

4,H.'-|(J 

n,7!l6 

(•78 

7«H 

3,11!) 

!.'.4.'54 

.'ilW 

IM 

.'JhM 

l.'i() 

1,'JI(! 

2I,!>:J4 

!J,«i4!> 

'-',K)!) 

l,(l!»0 

3!»4 

l.M) 

"•J.'i 

4,H47 

a,!.*<4 

V»,.')(I4 

:)l,4.'-)3 

1,«(;!> 

5f) 

40(1 

4(13,. Ma 


9.0H1 


Vuluo. 


#l!»,Hi>rt 

3,H-J3 

l.-i, :)!»(» 

.'>,l!>0 

lO.'i.DOU 

19,.3.'W 

:t37 

l.'Jtll 

i]!),i;i(> 

H,|().'i 

4,()r>rt 

a,. 304 

37,4'Jrt 

112,270 

»,050 

3,408 

a,  275 

.')r.,8.50 

.'),4.3'i 

!»7 

42,.'>K0 

'23,4.36 

lf^(i,4.3!) 

7;t, ',»(!() 

i>r,>,;>25 

.38,  LW 
3,940 

l,H73 

l'l,M7.'i 

I-,' 1, 1 7.') 

:f_>,oii 

943 
.'i,H41 

;>,300 

4,3G8 

M{) 

l(il.10.'> 

I)  1 7. 500 

:io',>,«oo 

•J,.3.'i.'i 


f,a47,  HUH 


No.  14. — DisTiiicT  OF  Detroit. 

Port  of  oiitrv,  city  of  Detroit;  luitii(lo  42^  20',  loncitiulo  83^^  02*; 
populntion  ill  1830,  2,222;  in  1840,  9,102;  in  1860,  21,019. 

'I'Ik'  district  of  Detroit  li;is  tlic  most  cxtcn.sivc  coast-line  of  finy  lake 
district  not  bordering  on  J^;ike  Superior,  ;nid  embraces  all  that  jjortioa 
oi"  Micliig.'in  known  as  tiic  Soullieiii  i'eninsiila.  (Jonuncnciny  at  the 
western  lino  of  Ohio,  it  extends  thence  northerly  along  Lake  Erie,  np 
the  Detroit  river,  Lake  tSt.  (^laJr  and  .St.  Clair  river,  to  Lake  Huron,  up 
that  lak(>  northwestwardly  to  the  island  and  straits  of  Mackinaw,  and 
goutiiwurdly,  wiih  a  little  westing,  to  the  Indiana  line,  not  far  Ironi  the 


COLONIAL    AND    I.AKK    TRADK. 


151 


heiul  of  Fiako   Micliigiui — ii  dislancc,  lijilowiiig  tlir  Blnuositics  of  tin; 
■horcs,  wliicli  dors  not  liill  vrry  far  shot  I  of  a  tlioii.sarid  iiiilrs. 

ll  lia.s  lil'h'cii  |)ortd,  iioiK^  ot'wiiicli  have  any  |ncrtciil  im|)orlaii('i',  with 
thu  exception  of  Dcltoil  and  Monroe;  allliou^'li  ills  more  than  proliahlu 
that  within  a  fi-w  years  .several  of  ihein  may  rival  the  mo.-*l  promising 
harhets  and  ports  in  the  West.  There  is,  proliahly,  no  Slate  in  lh(j 
Union  which  sinpasses  Mieliigan  in  its  commercial  a(lvanlai,'es,  or  which, 
if  properly  l()stered  and  developed  lo  tlu^  extent  of  its  vast  internal  re- 
sources, it  will  n«)t  nllimately  e(|nal  or  exceed  in  all  the  aelnal  realities 
of  pro^Mcss  and  |»rosperily.  She  has  more  natural  hiuhors,  involving 
hut  little  expense  or  lahor  to  render  them  availahle  iti  all  seasniis  to  all 
classes  of  slii|»piMg,  ihaii  any  other  Slate  bordering  on  the  lake.i.  The 
fxtent  oi  country  enclosed  within  her  extensive  coast  m-c  comprises 
3[),iii'')(i  scpiare  miles,  some  of  it  the  hest  and  most  ll-r  ii.  land  of  the 
West,  watered  hy  nuiinTous  lake.s  and  streams — many  of  the  latter 
navig.ahle,  and  very  extensively  used  il)r  lumhering  purposes,  which  in 
the  j)rincipal  occupation  and  intert^st  f  the  inhabitanl.i  of  the  northern 
section  (»f  the  Slate. 

Atnonir  the.se  rivers  are  \hv.  Kaisin,  Huron,  Ifouge,  Clintoa,  lilack, 
Saginaw,  Thunder  Hay,  iManislee,  While,  iMask(p»n,  (Jrand,  JValama- 
zoo,  aiul  Si.  .Joseph's — the  six  last  named  tiow.ng  into  f,,  !:c  Michigan, 
and  th(!  re.st  into  Lake  Erie,  St.  Chiir,  and  Huron,  and  •,  •  Detroit  and 
St.  (.'lair  rivers. 

Although  .scaicely  one  third  ot  the  ahove  an  .  'sunder  succe.'  lul  cul- 
tivation, yet  Michigan  is  already  known,  ihreiij^i;  lut  the  eouutiy,  na  a 
large  exporter  of  the  choicest  wheat  and  flout,  ll  may  indeed  be  said, 
without  tl-ar  of  contradiction,  that  li)r  two  seasons  past  the  (|unlity  of 
Michigan  wheat  and  Hour  has  been,  on  the  avcrajic,  <  (jual  if  no!  supe- 
rior to  tliatof  any  other  State;  her  exports  of  Hour  amounluig  to  .ODO.UUO 
btirrejs,  and  of  wheat  to  1,()<K),()0()  hustiels,  in  round  numlxrs. 

Monroe,  the  easiermnost  of  her  ports,  is  a  termimi>  of  the  .southern 
Michigan  r.iilwav  on  Lake  Krie,  about  10  miles  south  of  Detroit,  and  is 
situated  at  the  lower  lidlsof  the  river  Uaisin,  with  a  population  of  about 
6,()(K)  souls.  There  is  a  daily  line  <»f  steamers  connecling  it  with  Buf- 
falo, and  the  harbor  is  accessible  tor  vessels  of  the  largest  class. 

Unfi)rtuualcly,  no  ,<;peeial  returns,  showing  the  commerci^  of  Moiuoe, 
are  at  hand.  It  is,  however,  a  \hnt<  rapidly  increasing  in  importance, 
and  must  Ix;  evenluallv  the  (le|)<  for  a  \rr\  large  amount  of  trade. 
Tin;  returns  from  the  district  of"  Detroit,  which  have  been  recei\fd,  show 
the  coastwise  business  oidvoftiiat  port;  .so  that  CJibraltar  and  'I'renton, 
on  the  Detroit  river;  Mount  C'lemcus,  on  the  (jlimon  river;  Algouac, 
Newport,  Si.  Clair,  an  I  l*(»rt  Huron,  on  the  river  Si.  Clair;  Saginaw, 
on  Saginaw  bay;  Thunder  liay  islands,  in  Lake  Huron;  (iraiul  Haven, 
St.  Jo.^ej)h"s,  and  New  linflido,  on  Lake  Michigan,  are  all  of  them  un- 
represented. 

This  is  a  circumstance  dee|)ly  to  be  regretted  on  several  accounts. 
Tlii'se  are  the  outlets  of  the  principal  lumbi-r  regions  of"  the  wesl<'rn 
States,  and  sup|)ly  the  prairies  ctt"  Illinois,  as  also  St.  Louis,  and  other 
southern  cities,  with  nearly  all  their  lumber  anil  shingles,  besidt  s  send- 
ing vast  ([uantities  to  Detroit,  Sandusky,  atul  Buflido.  The  St.  Clair, 
Sandusky,  and  Maskegon  lumber  is  as  extensively  known  in  the  West 


i 


I 


.  t 


' 


I 


i 


152 


ANDREWS      REPORT    ON 


\l 


as  being  of  superior  quality,  ns  is  the  pine  of  Cnnndn  to  the  eastwnrd. 
Agiiin,  these  portions  of  the  district  are  so  very  riij)i(lly  increasing  in  im- 
portance tliat  their  influ(Mice  will  ere  long  cause  itself  to  he  most  sensibly 
ielt  in  the  commercial  cities  of  the  West.  Lastly,  lh<'re  is  still  a  very 
large  tract  oi' public  land  in  various  parts  of  this  district,  in  the  hands  of 
the  government,  f()r  the  most  part  well  watered  and  well  timbered, 
which  sooner  or  later  will  become  of  immense  value. 

In  p;  «t  years  these  government  lands  have  been  trespassed  on,  by 
persons  engaged  in  the  lumber  trade,  to  a  very  great  extent ;  but  the 
confiscation  of  several  vessels,  with  their  cargoes,  has,  it  is  to  be  hoped, 
effectually  put  an  end  to  these  deprrd;itions. 

Then>  is  a  very  valuable^  business  also  carried  on  in  the  ports  of  Gib- 
raltar and  'J'renton,  in  the  sliiinnent  of  staves ;  and  at  Port  Huron, 
Newport,  and  St.  Clair,  on  the  St.  Clair  river,  ship-bnilding  is  prose- 
cuted to  a  ccMisiderable  extent  and  to  very  decided  advantage  ;  on(!  otthe 
largest  steamers  whic.-h  navigate  s  the  l;dies,  of  l.GOO  tons  burden),  with 
an  engine  of  1,000  horse  power,  having  lu^en  constructed  on  these  waters. 
In  this  district  are  sitnattHl  the  St.  Clair  (lats,  tlu^  greati-st  natural 
obstacles  to  the  free  navigation  of  the  great  lakes,  with  the  exception 
of  the  rapids  on  iIk^  1ow(M'  St.  Lawrence,  tlu^  Falls  of  Niagara,  and  the 
Sault  Ste.  Marie.  These  shallows  lie  nearly  at  the  head  ol  Ijake  St. 
Clair,  about  twenty-five  nnles  above  the  eitv  of  Detroit.  The  bottom 
is  of  soft  mud,  bearing  a  loi'ty  and  dense  growth  of  wild  rice,  widi  a 
very  intricate,  tortuous,  and  difbcnlt  channel  winding  over  them,  in 
many  places  so  n,u  row  that  two  vessels  caiuiot  pass  them  al)reast  ;  nor 
is  it  possible  to  navigate  I  hem  at  night. 

There  would  be  no  dilheulty  whate.'er,  and  but  a  most  trivial  ex- 
pense, as  comparetl  with  the  a(l\  anlag(v^^  which  would  accrue  liom 
removino;  this  barrier,  in  dredi'ini>:  out  a  straiirht  channel  of  sullicienl 
depth  to  admit  vessels  of  the  largest  diaught.  Nor  is  there  any  work 
more  urgently  and  reasonably  solicitetl  from  Congress  by  the  men  of 
the  West,  nor  any  more  entirely  juslilied  by  every  consideration  of 
sound  economv  and  jjolilieal  wisdom,  or  more  certain  to  produce  n  turns 
incalculable,  than  the  opening  the  llats  of  the  St.  Clair,  and  carrying 
a  canal  around  the  Sanll  Ste.  Maiie.  These  improvements  would  at 
once  perft'cf  the  most  splendid  and  longest  cliaiii  of  internal  navigation 
in  the  world,  extenc'ing  above  two  tlKtiisaiid  miles  ifi  length  from  Fond 
du  Jiac,  at  the  head  of  Lake  Superior,  N.  lalilud<'  -Ki^  50',  W.  longi- 
tude 92''  20',  to  tlie  mouth  oftlie  St.  l/iwrenee  riv.r,  in  'K!^  20'  N.  lat- 
itude, i'}')"  ?}f)'  \X.  longitude. 

It  is  not,  in  fact,  too  much  to  sav — so  iinpi  latiNcly  are  these  im- 
provements demanded  bv  the  incK  ase  ot'  eonimeice,  and  the  almost 
incalculable  mineral  resouiees  ot  iiorlhern  .MiehiL' hi — that  within  a  li-w 
years  they  niusl  and  will  be  carried  into  elii'ct,  at  whatever  cost  and 
eXjXMise  of  label'. 

Above  St.  Clair  river  the  first  port  is  Saginaw,  situated  at  the  outh^t 
of  a  river  of  the  saini-  name  into  the  great  bav  of  Saginaw,  larger 
itself  than  a  large  European  lake,  settIrii,Mip  into  tin- land  southwesterly 
from  Lake  Huretn.  'I'his  ba\,  with  the  exception  of  Oreen  bay,  is  the 
largi  St  in  all  the  West,  but  is  rarely  visited  by  any  vessels  except 
lh(;se  trading  directly  thither,   unless  driven  in   bv  stress  ol'  w<'ather, 


>li 


nv 


COLONIAL  AND  LAKE  TRADE. 


153 


since  it  lies  some  consirlernblc  distance  off  the  direct  line  from  Buffalo 
to  Chic.'igo. 

The  port,  however,  imports  nil  the  supplies  necessary  for  the  lum- 
bering population,  and  exports  what  may  be  stated,  on  a  rough  calcu- 
lation, at  10,000,000  feet  of  lumber  annually. 

At  the  Thunder  Bay  islands  little  business  is  done  beyond  the  ship- 
ment of  the  produce  of  tlie  fisheries;  and  to  what  extent  these  arc  car- 
ried on  in  that  locality,  owing  to  the  total  absence  of  all  returns,  it  is 
impossilile  even  to  hazard  a  conjecture. 

On  Lake  Michigan,  the  ports  of  Grand  Haven,  St.  Joseph's,  and 
New  BuHido,  are  places  of  shij)ment  of  produce,  and  importation  of 
supplies  to  a  reasonable  extent;  whiles  (irand  Haven,  Masiiegon,  and 
Manistee,  are  all  great  exporters  of  lumber.  The  commerce  of  the  dis- 
trict, independent  of  Detroit,  which  is  the  principal  depot  for  the  com- 
merce of  Michigan,  cannot  fall  short  of"  $8,000,000,  and  may  exceed  it, 
though  it  is  not  possible  to  state  it  with  precision,  for  want  of  the  need- 
ful returns. 

Detroit,  the  j)ort  ol"  entry  of  this  district,  and  capital  of  the  county, 
is  a  finel}-^  built  and  beautiful  town,  laid  out  with  stnx'ts  and  buildings 
which  would  be  consideied  wortliv  of  note  in  any  city,  partly  on  an 
ascending  slope  tVom  the  river  Detroit,  partly  on  tli(>  level  plateau  some 
eighty  leet  above  it.  The  city  now  contains  about  27,000  inhabitants 
who  lack  no  luxury,  conv(>ni(Mice,  (•omli)it,  or  even  display,  which  can 
be  atl.'uned  in  the  oldest  ol'tiie  seaboard  cities,  though  itsell"  the  growth 
but  of  yesterday.  It  is  situate  302  miles  west  ol  Bullido,  322  east- 
north(\'ist  of  Mackinaw,  (J87  west,  by  land,  of  New  York,  and  524 
noithwest  of  Washington. 

The  river  Detroit  is,  at  this  point,  about  three  (piarters  of  a  mile  in 
width,  dotted  with  btMiiliful  ishuids,  and  of  depth  snllicient  for  vessels 
of  a  huge  draught  of  water.  The  shores  on  both  sides  are  in  a  state 
ol'  garden-like  euhivation ;  and,  from  the  outlet  of  the  river  into  Lake 
Erie,  t(»  its  origin  at  Lake  llinon,  resemble  a  eontiiuious  villag<',  with 
line  farms,  |)leasant  villas,  groves,  and  gardens,  and  excellent  loads,  as 
in  the  oldest  settlements.  The  soil  is  rich  and  tertil(>;  the  air  salu- 
brious, and  the  climate  far  more  (([iiahle  and  j)leasaut  at  all  seasons 
than  on  the  seaboard.  The  renions  around  are  particularly  suited  lor 
llie  etdlivation  of  grain,  vegetables,  and  all  kinds  of  fruit;  many  va- 
rieties of  the  latter,  which  can  be  raised  oidy  with  gnat  care  to  the 
eastward,  as  the  apricot  liir  example,  and  sonii:  of  the  liuesl  plums, 
growing  here  almost  spoulaneonslv.  The  waters  tc-em  with  fish,  and 
the  woods  and  wastes  with  game,  which  ha\e  recently  become  an 
arlicle  oi"  trallie  to  the  eastern  eilies  in  sueh  enormous  numbers  as  to 
tincaten  the  extinction  of  the  rat'c,  and  to  call  lltr  the  alteiuion  of  the 
citizens  to  the  due  regulation  of  the  trade,  as  regards  lime  and  season. 

IJein;;  not  oidv  the  oldest  but  the  large>t  town  in  the  Slate,  occupy- 
ing a  conimandinLr  situation,  eiijoving  all  the  advantages  which  arise 
ironi  a  central  po.>ition,  a  magnificent  riviM",  and  a  harhor  ol'  unsur- 
passed eapaeily  and  seciu'ity,  Detroit  h;is  arrived  at  a  stand  of  com- 
mercial eminence  from  which  it  can  now  never  be  dislodsj^ed.  „       .         i 

The  Michigan  (Jemral  llailroad  extends  to  Chicago,  via  New  Buflfalo 


'?  If  '! 


I;    ^ 


i 


illM 


154 


ANDREWS      REPORT    ON 


and  Michigan  city,  a  distance  of  258  miles;  and  tht  Pontiac  Railroad 
some  20  nriilos  to  Pontiac.  There  are  also  about  120  miles  of  plank 
roads  running  iiom  the  city  to  several  flourishing  towns,  in  various  rich 
portions  of  the  State,  as  Ypsilanti,  Utica,  and  other  thriving  [)lac(!S. 

The  comm(M-cial  returns  from  Detroit  are  of  the  most  contlicting 
character;  hut  the  following  results  are  believed  to  approxiniiite  as 
nearly  to  a  true  estimate  of  the  actual  commerce  of  the  port  as  can  be 
attained : 

Imports,  coastwise $15,410,377 

Exports,        do        3,961,430 

Total 19,377,807 

Imports,  foreign $98,541 

Exports,     do 115,034 


Total. 


213,565 


19,591,482 
Add  the  estimated  value  of  the  commerce  of  the  other 

ports  of  the  district — say 8,000,000 


Total  (.'ommerce  of  the  district 27.59l,4S:i 


The  tonnage  of  the  port  of  Detroit  alone  was — 

Clearances,  for  1851 2,611         tons     920,690 

Entrances,     "      "     2,582  "       905,646 


men  41,931 
"     41,546 


Totallbr  1851 5,193 

"      "  1850 4,420 


Increase,  1851 773 


"     1,826336 
"     1,439,883 

"       386,453 


"     83,477 
"    64,098 


"     J  9,379 


The  entrances  and  clearances  from  the  other  ports  cannot  Ik;  reached, 
owing  to  the  usual  deficiency  of  returns  fiuni  this  region. 

In  1847,  however,  the  business  of"  tlie  district  was  represented  as 
follows,  i'  the  various  ports,  and  by  tliese  some  idea  may  be  fitrinc'd 
of  tluir  comparative  value: 


COLONIAL   AND   LARB    TRADE. 


155 


Place  or  port. 


Detroit 

Monroe ■ 

Trenton 

Brest 

St.  JoHeph 

Grand  Haven 

Kalamazoo  and  Black  rivers. 
Porta  north  of  Grand  Haven 

Saginaw 

Port  Huron ■ 

St.  Clair 

Newport 

Algonac 

Mt.  Clemens 

Total 

Add  railroad  iron 

Grand  total 


Value  of  exports. 


P,883 

1,139 

8 

12 

833 

265 

100 

58 

45 

159 

59 

14 

37 

1G8 


,318 
,476 
,425 
,000 

917 
,068 
,738 
,250 

702 
,400 
,320 
,772 
,820 
,711 


Value  of  imports. 


6,786,957 
6,991,827 


13,778,784 


^4,020,559 

817,012 

06,000 


517,056 

220,000 
60,000 
45,000 
18,000 

100,000 
30,000 
20,000 
15,000 

123,200 


5,991,827 
1.000,000 


6,991,827 


Another  groat  advantngi.'  will  .shortly  accrue  to  Detroit  from  tlie 
opening  of  the  Great  Western  railway,  about  to  be  constructed  through 
Canada,  which  will  brhig  it  into  direct  communication  wilh  the  New 
York  and  otlier  eastern  njutes;  as  well  as  from  the  completion  of  the 
Lake  Shore  road.  The.';(;  will  l)ting  the  city  within  twenty-four  hours' 
journey  of  New  York  and  thi;  Atlantic  ocean. 

Such  arc  the  giant  st(i(l(s  with  wliich  the  fortunes  of  the  West, 
through  energy  and  enterpri.se,  are  pressing  on  to  the  ascendant. 

The  enrolled  and  licensed  tonnage  of  the  Detroit  district  tor  185] 
was  40,320  tons,  of  which  2J,944  were  steam  and  18,37G  sail. 


Canadian  tradr.  in   1851. 

Duty  collected. 

Imports. — In  American  vessels 335,855  SG,215 

In  British  vessels (J2,()85  10,819 


08,540  23,034 


Exports. — III  American  vessels 374,072 

In  British  vessels 40,960 


115,032 


Total  imports  and  exports. — In  American  vessels $109,927 

In  British  vessels 103,(345 


213.572 


156  ANDREWS'    REPORT  ON 

Tonnnge. 

Inward — American,  2  steamers 389  tons. 

9  sail 1,544    " 

1,923 

British,  294  steamers 49,081     " 

C8sail 7,300     " 

56,381 

Total  tonnage 58,304 

Outward — American,  14  steamers 2,086  tons. 

17  sail 1,668    " 

3,754 

British,  315  steamers 51,727     " 

67  sail 5,546     '« 

57,273 

Total   tonnage 59,027 


Imports  coastwise  into  the  port  of  Detroit  during  the  year  1851,  with  their 

value. 


Articles. 


Merchandise tons. 

Coal do. . 

Pijr  iron do. . 

Hiirji  wiiics barruJB. 

Hairs number. 

Wool Imlos. 

Barley busliols. 

Marble pairs. 

Fisli barrels. 

Flour do. . . 


Watnr-linic do. . . .  , 

Starch boxes. , , 

Powder barrels. . , 

Wluskey do 

Salt do 


Lard kefrs. , 

Cut  stone feet,  , 

Buildinj^  stone.. cords. , 


.bo: 


iper. 


Slice]) number.  . 

Hides do. . . , , 

Wlieat bushels.., 

Fruit  trees bundles. . , 

Piaster bairels. . , 

Do.  .(crude) Ions.  .  , 

Sugar JKjfrsluMds.  . , 

('aslin^rs pounds.  . , 

Iron bars  and  bundles. . , 

Midasscs barrels.  . , 

Oil do 


Quantity. 


Gin 

Staves thousand. . . 

Lumber tlidusand  feet.  . . 

Horses number. . . 

Pai 


18,000 

30,106 

1,120 

800 

t»-.>0 

81 

2,1 -JO 

831 
4,1111 
1,8-J7 
2,117 

101 

721 

2,301 

40,207 

3,1  HO 

2,0(10 

421 
5.011 

.•(31 

J ,  i;io 

2.37 

1,H31 

<tl3 
1,141 
3,7.'i3 

!I00 
7, !»()() 
1,310 

S.'iO 

910,000 

24,304 

403 

500 


Value. 


$14,500,000 
150,530 

28,000 
8,000 
1,320 
4,050 
848 
8,310 

2U,5!)4 

5,1(38 

2,117 

250 

14,840 
8,408 

40,207 

15,582 

800 

4,210 

!  0.022 
(;.(i20 

ll,il00 
it,  480 
3,(i(i2 
2,. 303 
2  282 
2 1 450 

18.000 
7,!>00 
6,700 

.35,000 

.36,400 

121,520 

G,045 

15,000 


l->lf': 


500,000 
150,530 

28,000 
8,000 
1,320 
4,050 
848 
8,310 

20,594 

5,938 

2,117 

250 

14,840 
8,408 

40,207 

15,582 

800 

4,210 

10,022 
G,()20 

11,900 
9,480 
3,G(i!2 
2,393 
2,282 
2,4.50 

18,000 
7,900 
6,700 

35,000 

3(i,4()0 

121,520 

G,04S 

15,000 


COLONIAL   AND   LAKE    TRADE.  157 

Imports  into  the  port  of  Detroit  during  the  year  1851 — Continued. 


Articles. 


Leather rolls. 

Pork barrels. 

Codfish I>uun(ls. 

Bark cords. 

Nulls kegs. 

Apples barrels. 

Railroad  iron bars. 


Salt. 


.bags. 


Bacon pounds. 

Cider barrels. 

Coffee bags. 


Tobacco hogsheads. 

Tea chests. 

Crude  potash tons. 

Corn bushels. 

Stoves number. 

Shingles thousands. 

Wagons number. 

Stoneware gallons. 


Quantity. 


Value. 


1,100 

620 

7,110 

900 

18,300 

1,100 

8,340 

18,700 

10,000 

100 

1,140 

Gl 

GIO 

211 

4,500 

3,300 

240 

43 

58,480 


jj22,000 

9,300 

284 

2,700 

73,200 

2,200 

93,074 

2,500 

700 

300 

14,592 

6,100 

12,200 

12,661 

1,800 

33,000 

240 

4,. 300 

5,848 


Total. 


15,416,377 


Exports  comtwisc  from  the  port  of  Detroit  Jvrivg  the  year  1851,  ivith  their 

estimated  value. 


Articles. 


Quantity. 


Flour barrels. . 

Lumber tliousand  feet.  , 

Wheat bushels.  . 

Shingles tliuusaiuis. . 

Laths do. . .  c 


Wool bales.  , 

Pork barrels. . 

Furs bales. . 

Fish half  barrels. , 

Flides number. . 

Uats bushels. . 

Reef. barrels. . 

8tarch casks. . 

Hams pounds. , 

Leather ndls.  . 

Hags tons . , 

S.ilceratus boxes. 

Coal tons. 

Nails kegs. , 

liay bundles. , 

Sheep tnimber. . 

Pig-lrun tons. 

Oil barrels. 


Cranberries do. , . 

Watcr-linic barrels. 

Corn bushels. 


/orn- 


il 


barrels. 

Staves thoummd . 

Ashes casks. 

High  wines do. . . 

Fisli barrels. 

Shingin  bolls cords. 


Value. 


460,325 

tJ  1,4.53, 596 

.30,717 

245,736 

897,719 

618,403 

12,944 

25,888 

8,445 

21,102- 

2,977 

178,620 

1,704 

20,448 

420 

42,000 

4,1.50 

12,4.50 

1,484 

2,968 

48,546 

14,. 563 

568 

4,. 544 

248 

12,400 

8,0(10 

640 

529 

26,450 

Gl 

3,660 

51 

255 

960 

4,800 

34 

136 

1,231 

3,693 

413 

500 

343 

10,290 

135 

3,240 

1,479 

4,437 

170 

170 

378,070 

151,238 

1,GG7 

4,989 

10.856 

217,120 

2,207 

55,175 

2,783 

27,8.30 

7,336 

43,996 

693 

4,851 

■'<:  t| 


c 


;  ii 


.V  %^^ 


i 


159  ANDREWS'    REPORT   Olf 

Ex^iorfs  froKi  the  port  of  Detroit  during  the  year  1851 — Continued. 


Articles. 


Salt barrels.. 

Potatorr.. , bushels. . . .: 

Whiskey- barrels. . .  ,1 

Beans .do 

Hoga Tiumbcv.  . . . 

Merchandise ptinknget. . . .' 

Ale • barrels.  . . .' 

Brick .i.itousand.  .  .  .1 

Clover  seed ., barrels. . .  .! 

Malt .b'lshels. .     ' 

Copper Ions. . .  . 

Cattle lic'.ul....| 

Butter kc<rs. ..  .; 

Horses bead. . .  J 

Bark .uordi. . . .! 


Wash-boa  "Js. 


d. 


Ice 

Broom -Rorii. 
A,T'^^^^ 


.  .  .  ,  .t'lIlS.  .  , 

. .  .'>.ilos. .  , 
.  -barifls.  . , 


9P1 

1,3.V.J 

17V. 

2,376 

i2,09(J 

70 

8lt.! 

no 

277 
1 ,  lOG 

r.o 

J.  MO 

I. ."» 

4,  He'.  J 


Tot^! 


11281 

1,055 

10,872 

358 

23,750 

(.'■.3,300 

420 

J,  179 

2,580 

172 

110,800 

7,6d0 

13,212 

.1, 100 

405 

300 

1,350 

4,888 

3,961,430 


I 


COLONIAL   AND    LAKE    TRADE. 


159 


Statement  of  freight  carried  over  the  Michigan  Central  Railroad  during  the 
year  ending  December  31,  1851,  in  tons  and  thousandths. 


#281 

1,055 

10,872 

358 

93,750 

153,300 

42<J 

1,179 

2,580 

172 

110,800 

7,6d0 

'!3,212 

5,100 

405 

300 

7,550 

1,350 

4,888 


Arttcleo. 

To  Detroit. 

Interior  circula- 
tion cast. 

Total  east. 

From  Detroit. 

Interior  circnUi- 
tio3  west. 

Total  west. 

Grand  total. 

Applcn,  140  tl)K.  perl.W 

All'  1111(1  hooi',  800  lliM.  IKT  libl  . 
Aslu'H                       

11.940 

1.275 

888  988 

88.8 '4 

14.882 

22.281 

629.146 

199.8.7 

119.600 

7,298.848 

25.805 

7.910 

20.475 

19.8,50 

80.7.'.0 

886.9  6 

12o.i:27 

15.N7S 

148.400 
146.950 

69.715' 

66.40U. 

194.208 
211. 85« 

214.065 
242.100 
886  966 

lliirk-y.  Is  IbM.  pur  bushel 

lOit'kwIii'at  (lour 

88.863 

1..548 

.090 

85.670 

.815 

2.187 

4S2.540 

6.856 

1.728 

.560 

.600 

2.679 

86.612 

827.64.'. 

8.986 

18.021 

2.802 

8.675 

18.817 

20.260 

67.228 

1.877.4.')2 

46.016 

24.,V)7 

14.090 

.989 

4.189i 

94.597 

17.686, 

7.090 

28.481; 

11.474 

2.67r 

2.86S 

1.265 

8.152 

918. .572 

478.797, 

1.656 

446.824 i 

8.0.55 

.1S.S60 

22.878 

8.904^ 

26., 502! 

1,272.130 

18.968 

10.157 

14.090 

.989 

18.689 

94.697 

17.686 

21.180 

26  484 

11.474 

146.999 

2.948 

810.611 

109.031 

r.24.68S 

1,688.268 

2.0.86 

445. .(10 

8.()N5 

48.125 

22.878 

1,6.58.449 

278.. 876 

2,0.54.4.82 

804.491 

2,'i0.8K8 

19.. 541 

18, 407.4.50 

7.779 

142.271 

1,192.838 

99.176 

2.1(6 

12.800 

48.023 

2.4'.'6..500 

416.176 

180.7.50 

8., 51 9 

821.646 

627.688 

9,S70.000 

162.916 

26.f.00 

62.r.00 

86. 6(H) 

87.860 

184.817 
16  867 

llciiii-',  60  llif.  por  bushel 

22.871 

664.816 

200.122 

121.787 

7,776.897 

82.161 

1.728 

107.49(1 

.600 

11.820 

49,189.186 

699.685 

14.828 

867.624 

t>6.698 

1,280.6.50 

^9.224 

21.4-12 

67.624 

2,085.0)i6 

46.016 

82.918 

9.4()0 

86.960 
7.59  418 

lirif,  800  lb.-,  per  bbl 

Iludur 

""u.m 



217.758 
148.417 

Ciirii,  58  lbs.  iior  buabcl 

Corn  iiieal,  200  lbs   por  bbl 

7,802.881 
48  685 

riu'e-t' 



141.B28 

,075 

809. 8 ;6 

101.770 

11.016 

>,lU».46(i 

..t.80 

.095 

148.727 
110.4,8 
811.111 

CniiibcrrleH,  12o  lbs,  per  bbl.. , 
Colli  

106.986 

Drieil  fruit 

9.041 

49,102  ,521 

872.040 

5.890 

f).'VI.608 

52.791 

n 278. 975 

75,s7-i 

1.176 

.896 

6.',7.5S8 

121.661 

Kloiir,  21(;  lli.«.  per  bbl 

Furniture  nurt  bii(,'{»i(f'' 

Oniin  anil  ebivir  neeil 

(larilen  ronty  anil  potatitcs, , . . 
llaiD.s  and  biu'on 

60.068.724 

2,282.948 

16.862 

S18.('48 

68  648 

IliKli  wines  850  Ibrt.  per  bbl... 
lliile.i 

9.276 

1,828.775 
111  602 

Iron  iin.l  nail.i 

1,643.645 
261 .874 
7S2.802 
290. WJ8 
229.781 
19. .541 
12,861.2.84 

"   "44!982 

1,174.823 

98.176 

.867 

8.900 

.820 

2.411.080 

406. SIO 

.52..VIO 

2!948 

46S.826 

1,679.891 

LiniH  

848.  (KIO 

Lumber,  8'j  lbs.  per  foot 

I,alhn 

4,089.467 
860  607 

l-eiilber 

8.861 

272.806 
19. Ml 

Minrellaneous  mcrcbiniliae 

0,itw,82lhf.perbusbtl 

Olber  iinrlcultiuiil  products.. . 
I'la.ter 

698.801 

1,097.677 

64. Wis 

1,046.IS1 

8.9.54 

2.902 

66.127 

147.888 

7.808 

6.860 

16.008 

48.440 

4.s.(.0J 

&i6.400 

12.4JI9 

2,6S7.1S8 

8i.0.'i0 

1,744.9H2 

1,101.6.81 

6/.  820 

(6.127 

289.509 

101.414 

807.600 

1,815.719 

N5.440 

4S.624 

r'.52.4«0 

497,8i!y 

17,20'2.8iio 

132,82r. 

i,(t46.2i6 

7.779 

97.289 

17.. 51 5 

6.000 

1.798 

8.400 

47.708: 

14.420 

9.866 

128.2.V) 

8.519 

818.698 

69.213 

9,870.000 

1.57.618 

11.,5(X): 

24.000 

86.500 

2.775: 

15,152.482 
1,109  410 

210.091 
1,26S.466 

888.685 

I'iR  irim 

92.121 

93.521 

801 .9.10 

1,299.711 

7,000 

..WO 

17.000 

485.400 

14,615.117 

96.775 

I'elt.s 

108..57D 

I'ork  In  bbN.,  300 lbs.  per  bbl.. 
Pork  in  bog 

819.800 
1,868.742 

8iilt,  280  Ib-i.  per  bbl     

2,4«0.940 

.Stove** 

464.800 

."hinKlic,  200I1W.  per  M 

Wool 

588.1,50 
601. h; 8 

Wheat,  6n  1b<.  per  bu.'.hel 

WblKke.v,  8.')0  II.M.  per  bill 

17,528.948 
680.868 
9,870.(H)0 
8,761.141 
462.600 
161.600 
602  200 

.St  iiie,  Banil,  nnil  briek    

Neat  cattle,  1,000  lb,<.  per  head. 

Hurst',-*,  I.OOOlbs.  perheail 

lliiKS,  2  '0  lbs.  per  head 

.Sheep,  f>0  1bH.  per  heiiil 

8,589.000 

426.. '>00 

88.000 

460. (KIO 

.8011 

.50.225 
9.5110 

16.000 

6.  Too 

.025 

8,  ,59s,  225 

486.000 

99.000 

466.7(10 

.825 

91,146.766 

5.898 
15.000 
38.500 

84. 575 

87.67B 

ToUl 

84,041.877 

7,104.889 

22, 826. 764!l5, 415. 262  88,242.010 

1                   1 

129,837.784 

It  ■ 


•p. 


n 


;  i  I 


IGO 


ANDIIEV/S'    REPOaT    ON 


No.  15. — DiSTKICT  OF  MiClKLlMACKINAC. 


I  \'' 


t 


lati 


Port  of  rnlry,  Mackinaw;  [atifudc  40^  51',  IcMigitiulo  84"^  35';  poj)ii- 


-)98. 


Hon  III  1N>U,  o,:)U 
Tliiri,  vvhicli  is  ilio  most  norllii'rly  of  the  liikc;  districts,  lis  well  iis  llie 
most  (;xt(Misivo  of  tlicm  mII,  cinbiaccs  tluit  [)oili(»ii  of  the  Amciiciin 
coiist  on  th(!  wcslcni  .shore  ot"  litikc  iMiehigiiii,  Iroiri  iSh(  hoyiiim,  Wis- 
consin, 4<'i3  41' north  hitiUulc,  88^  (U' west  loiiuitiidc,  northwnrf  I,  ini.'idding 
Miinitowoc,  Two  Rivers,  Cireen  liay,  Jiiike  \Viini('i)a^n),  wilhall  its  ports, 
in  Wisconsin — cnihracrs  Utile  IJay  N{)(|ii(t,  Jiig  Bay  Noipiet  ;  the  Fox, 
Alanilon,  and  H(;av(;r  isliuids;  the  eoa?^!  on  the  straits  of  Mackinaw ;  the 
St.  Miry's  river  to  the  Sinh. ;  thence  W(>st  aloiif^  the  sontli  shore;  of 
Lake  kSnjjerior  to  Montreal  river — ail  in  the  Stale  of  Michigan — and 
continues  thence  alonii  the  Wisconsin  ^liore  to  the  western  extremily  of 
the  lake  at  Fond  d\i  Lac;  whence  it  pnxHM'ds  northeasterly  aloii;^  the 
shore  of  the  Minnesota  Territory  to  l*ort  Charlotte,  on  the  dividiii/j;  liiu* 
between  the  I'liited  Stales  and  the  Lrilish  possessions.  'I'lie  entire 
lengtii  of  this  coast-line  eonsiderahly  exceeds  l,iUM)  inili  s,  (iillowing  the 
sinnositicri  of  the  shore;;  and  from  the  isolated  sitnationoi  many  portions 
of  the  district,  it  has  heen  t()nnd  im[)ossil)le  toohlain  lull  or  satisfactory 
returns. 

The  country  bordering  upon  the  great  lengtii  of  coast  in  this  district 
was  partially  explored,  and  even  mapped,  with  suliicient  accmacy, 
more  than  two  centuries  ago,  by  the  French  .lesuils — those  indefiligable 
discoveri'rs  and  civili/ers,  and  pioneer  colonists  of  the  mighty  West  : 
and  from  that  period  it  has  been  at  all  times  more  or  less  lre(|uently 
visited  by  missionaries,  traders,  trappers  and  hunters,  until  the  pro 
sent  day,  when   a   systematic  and  steady   colonization  may  br  said  to 

lieal  and  successiul  de\(  |op- 
of  its  prodiiclive  laads,  jfie 
])rose{aition  of  its  lisheries,  and  the  exploitation  of  its  litresls  and  ils 
mines.  Notwilhstanding  all  this,  there  is  much  ground  jlir  tla;  belief 
that  till!  inlluence  which  it  is  oiu;  day  destined  to  exercise  on  tin;  com- 
mercial afl'iirs  of  this  continent,  though  it  may  I;  j  a[)[)recialed  by  a  liw 
tiir-rea(.'hing  i.ands,  is  liltl(3   l!)rse(Mi  or  understood   by   the   people   at, 

The  grounds  existing  lor  this  confident  expectation  arc  to  be  fJjund 
in  the  l()ilowing  peculiar,  and  in  souk;  degrei!  singular,  features  of  this 
district : 

First,  the  unecjualled  facilities  which  it  possesses  i\>r  navigation, 
aflbrch-'d  by  its  numerous  lakes,  bays  and  rivers,  through  whicli,  and 
their  artificial  improvements,  it  has  ready  access  t<»  both  the  St.  Lawren(;e 
and  Mississip|)i,  from  which,  by  the  various  internal  chains  of  (;anal 
and  railroad,  it  has  easy  communications  to  almost  every  important 
market  along  the  vast  seaboard  stretching  from  the;  Jlalize  to  the  straits 
of  Belleisle.' 

StHiondly,  the  unbounded  jnoductiveness  of  its  lisheries,  which  may 
be,  and  are,  it  might  be  said,  advantageously  prosecuted  through  the 
entire  length  of  ils  waters. 

'JMiirdly,  the  irmnense  resources  it  possesses  in  the  magnificent  fi)rests 
of  pine  which  border  all  the  southern  portions  of  its  coasts,  and  are 


be  fairly  established,  together  with  a  practical  and  successful  de\(  lop- 
nient  of  ils  resources,   by  the  cultivation  of  its   p 


J' 


COLONIAL    AND    LAKE    TRADE. 


161 


capiiblf!  of  supplying  lumber  tor  the  entire  c(»nsumption  of  the  North- 
west. 

And,  fourthly,  the  incalculable  wealth  of  the  minc'il  regions  of  Lake 
Superior. 

These  li>ur  inlluences — apart  from  any  agricultural  resources,  which, 
under  the  stimulus  of  demand  arising  from  the  development  of  ihe 
former,  arc  constantly  and  steadily  on  the  increase — are  already  felt 
surely  to  a  degree  which  has  commanded  the  attention  of  thoi^e  engaged 
in  coMimercial  pursuits,  and  in  fait  ol'  the  goveriunent  itself. 

Every  suecei'ding  year  fresh  ports  are  springing  into  existence  at 
different  j)t)ints — all  imperatively  demanding  aid  t()r  the  construction  of 
light-houses,  and  jMcrs,  and  other  ilieilities  for  navigation;  and  all  as 
imperatively  demaniled  by  the  reijuirements  of"  a  commerce  growing 
spontaneously — not  forced  into  life  by  any  fictitious  stimulants  of  specu- 
lation— witii  a  rapidity  and  steadiness  hitherto  unknown  in  the  com- 
mercial history  ol"  the  world. 

At  the  southern  extremity  of  this  district  is  Manitowoc,  about  thirty- 
five  miles  north  from  Sheboygan,  on  the  Michigan  shore — a  port  which, 
almost  unknr)wn  three  years  ago,  has  now,  including  the  country  in 
which  it  stanils,  a  population  of  5,000  inhabitants,  antl  a  trade,  though 
hitlieito  .ilmost  entirely  overlooked,  already  exceeding  that  of  Chicago 
for  1831),  as  regards  exports,  although  the  imports  are  necessarily 
f5()mething  inferior,  owing  to  the  smaller  extent  of  country  at  present 
looking  in  Manitowoc  li)r  its  sui)plies. 
The   exports   arc  principally   lumber,    laths,   pickets,  ashes, 

shingles,  furs,  wood,  white-fish,  &c.,  &c.,  to  the  value  of. . .  S77,12'2 
The  imports  consist  of  merehandist>,  as  salt,  flour,  pork,  beet", 

meal,  butter,  laril,  &c.,  to  the  value  of" 106,72] 


i 


Making  a  total  of 183,84."J 


Kntrances,  788 ;  tonnage,  227,940. 

A  tew  miles  north  of  Manitowoc  is  the  port  of"  Two  Rivers — also  in 
"Wisconsin — well  situated  f()r  lake  trade. 

IJoth  tlu^se   new  ports  re(piire  appropriations  for  light-houses  and 
piers. 

The  country  adjacent  to  Two  Itivers  is  finely  timbered,  and  furnishe.< 
large  (juantities  of"  lumber  l()r  export,  as  also  shingles,  ashes,  furs,  &c. : 
but,  whenever  the  land  shall  be  cleared,  its  exports  will  consist  of  grain, 
wool,  animals,  and  other  agricultural  produce,  such  as  is  furnished  by  the 
land  of  Wisconsin  generally.  So  that,  in  a  tew  years,  the  conunerct 
ol"  these  two  jx)rts  may  be  (wpected  to  undergo  an  entire  revolution — 
becoming,  from  exporters  of"  lumber  and  importers  of  agricultural  sup- 
phes,  exporters  of"  the  produce  of  the  soil,  and  importers  of  assorted 
merchandise  and  luxuries. 

The  business  of"  Two  Rivers  will  be  confined  to  the  peninsula  east  of 
Green  liay,  and  Lake  Winnebago,  and  Fox  river ;  since  that  route, 
being  more  direct,  and  affbiding  exlraordiujiry  facilities  f()r  water  trans- 
portation, will  undoubtedly  prevent  any  trade  west  of  it  from  passing 
to  the  lake  shore  eastward.  The  local  business,  however,  necessarily 
11 


n 


162  ANDREWS*  repout  on 

Howing  to  tlipso  [)oiuls  on  tlic  sliorc,  will  keep  up,  li)r  nil  time,  nn  active 
and  udviuilJi^rous  triide  jilllicin. 

The  port  of  Two  lUvcrs  lias  lu.'vcr  hclbre  rcpoitrd  its  coinrnorcc  fully, 
but  l\v.   t()llowiiig  icsultri  show  an  cxcu'llcnt  coinnK'iiccnu'nt : 

Imports  in  1851 $l\ 5,000 

Exports  in  1851 1 12,703 

Total 227,763 

Of  tlio  imports  there  wore  l!)r  local  purposes $^12,585 

Ditto  Ibr  home  (joiisuniption 72,424 

« 

Total 115,009 

In«18'l7,  the  imports  at  this  port  were  valued  at  S53, 747. 

Of  the  exports  liierc  were — Products  of  the   ll)rest §190,072 

Fisheries 10,108 

Domestic  manufactures 6,493 


112,763 


il"    I 


im 


Entrances,  822  steam;  192  sail;  making  a  total  of  1,014  arrivals 
during  the  season. 

The  next  port  claiming  the  atl(nition  of  the  conmiercial  classes  is 
in  tact  the  most  im|)ortanl  in  the  district — (ircen  IJay — situated  at  the 
southwestern  extremity  or  head  of  the  great  basin  of  tlu;  same?  name, 
and  the  outlet  of  tin;  Fox  river. 

This  port,  indeed,  bids  liiir  to  rival  Chicago,  as  the  lake  dejiot  li»r  all 
that  most  important  branch  of  llie  lake  trade,  which  has  its  origin  on  the 
borders  of  thi-  upper  Mississippi.  The  work  known  .as  tin;  Fox  river 
improvement  is  now  nearly  completed,  connec'.jng  tiie  Mississippi  with 
the  great  lakes,  by  steam  navigation.  This  work  has  so  greatly  im- 
proved the  navigation  of  the  Fox  river,  (lowing  liom  Lake  VV^inm  b.igo 
into  (Jreen  Bay,  as  to  adniii  the  ascent  of  small  steameis  to  the  li)r- 
rner ;  whence,  by  a  iurthei  improvement  of  the  Fox  river,  and  a  canal 
connecting  it  with  tiie  Wisconsin  river,  the  ])assag(!  is  free  to  the  Mis- 
sissippi, entranci'  to  which  is  had  about  two  miles  below  Fort  Crjiw- 
fbrd.  From  this  point  st(;amcrs  can  navigate  the  Mississippi  upward  or 
downward,  at  ojjtion,  as  occasions  may  re(|uire. 

This  is  the  lirst  water  route  which  has  been  opened  connecting  the 
lake,  with  the  Mississipj)!,  navigable  by  steam  power;  and  what  the 
practical  result  of  its  i)j>cralinii  may  be,  is  yet  in  the  bosom  of  the 
future. 

Fort  Crawli)rd  is  situated  487  miles  above  St.  Louis  ;  257  above 
iJurlington,  Iowa;  bi-  al)ove  (laleiia,  Illinois;  60  above  Dubu(jue, 
Iowa  ;  5  below  Prairie  du  Chien  ;  243  Ixdow  St.  Paul's,  Miimesota 
Territory  ;  and  255  below  the  Falls  of  St.  Anthony. 

The  distance  from  Green  Bay  to  the  mouth  ol  the  Wisconsin  is  about 

220  miles,  through  the  richest  valh  y  of  Wisconsin;  by  this  route, thero 

ore    then;  is  an    uninterrupted  stoam  comnmnication    I'rom    BuHalo, 


.H' 


COLONIAL    AND    LAKK    TKADU. 


l(J3 


Oswego   iiiid  OfT(lori.sburg,  or  iIk!  CiiniKHaii  cilii'n,  nnd  the  nioutli  »)l'thc 
St.  riiiwrciicc,  to  St.  'iOiiis,  New  Orlcnns,  and  the  Hfdizo. 

Tlii.s  is  certainly  icative  ot"  a  iww  era  in  llu;  practia;  of  inland 
.steam  navigation  ;  as  it  will  opcm  at  once  an  easy  and  direct  comnm- 
nication  l)(!tween  New  York  and  the  n(?w  States  of  Wisconsin,  Iowa, 
and  the  Minnesota  Territory,  rendering  any  of  the  ahovonamrd  j)oints 
on  the  Mississippi  easier  ot"  access  by  way  of  the  Inkes  than  St.  Louis 
itself.  This  is  a  fact  which  (  aiaiot  he  overlooked  by  immigtants,  and 
will,  theri'litre,  bring  the  ])nl)lie  lands  of  thos<!  new  States  and  Terri- 
loricis  advantageously  into  the  market  at  no  distant  day.  This  line  of 
coniniunieation  also  brings  the  lead  mines  of  (Jalena  nearer  by  a  hun- 
dred miles  to  tlie  lidves,  than  to  St.  Louis;  and  to  it  ultimately  all  the 
hidden  wealth  ollhe  upper  Mississippi  valley,  ineak  iilable  in  its  amount 
and  apparently  inc^xhaustibk*,  nmst  become  tributary — inasmuch  as  t()r 
the  transmission  of  heavy  freight  and  produce  this  is  tlu;  easiest  and 
most  direct,  ;md  thcr(>tl)re,  of  course,  the  cheapest  channel.  Along  the 
eastern  [)orliou  of  this  route  across  the  State  ot' Wisconsin,  there-  have 
already  sj)rung  up  several  promising  ports  on  Lake  Wiimebago  and  Fox 
river;  among  them  Oshkosli,  Necnah,  Menasha,  Du  I'ere,  anil  Fond 
du  Lac,  all  well  siiuatctl,  with  irood  harbor  facilities,  and  rich  ;io;ri- 
(-•ultural  H'gions  circumjacent.  The  j>ublic  lands  are  in  rapid  progress 
of  selection  and  settlement,  whether  l)V  warrant^  or  regular  entry  in  the 
Ian<l  oliices,  while  plank  road-  int."  traversing  tin  country  in  all  direc- 
tions. 

(ireen  Bay,  which  has  li)r  several  years  been  a  great  depot  ti)r  tish 
and  luntl>er,  is  now  rapidiv  becoming  lla;  great  commtM'cial  depot  t()r 
lh(!  internnl  trade  of  Wisconsin,  and  during  tiie  season  ol  I80I  there 
was  a  line  ol" steamers  regularly  plying  between  this  point  and  liutfalo. 
The  comi)letio!i  ollhe  Fox  river  improvennMit  will,  iiow(!ver,  demand 
much  greater  t";ieiliti»\'*,  henceli)rtli,  than  have  ever  bet()re  been  brought 
into  re([uisilion.  No  details  of  the  business  at  (Jreen  liay  t()r  th(>  season 
of  1851  havi>  be(Mi  received,  but  it  is  notorious  that  the  commerce  of 
this  place  has  a<lv:mced  incah  ulably  within  the  year  ;  and  in  the  ab- 
sence ot'a(jcurale  iiit()rmation,  it  may  be  lairlv  assumed  as  tollows  : 

Imports ■ .■ $2,()U0,D(K) 

Exports 1 ,0(10,000 

Total 3,000,000 


This  estimate  of  imports  may,  at  tirs(  vi<'\v,  aj)pear  too  large;  but, 
when  it  is  remembered  that  the  country,  in  the  rear  and  around,  is  com- 
paratively new,  and  unable,  as  yet,  to  export  anything  very  material, 
and  that  tlu;  tiile  of  emigration,  constantly  and  regularly  pouring  in,  de- 
mands a  great  (juantity  ol"  supplies  of  all  kinds  tc)r  subsistence,  t(>r  which 
it  nmst  be  temporarily  in  arrear  until  the  land  sh:ill  be  cleared,  culti- 
vated, and  brought  up  to  the  staiulard  which  shall  constitute  it  an  ex- 
porting in  lieu  otan  importing  region,  this  opinion  will  be  reversed. 

In  consideration  of  the  gre;it  and  still  growing  importance  ot"  (Ireen 
Bay,  and  the  remoteness  of  its  situation  trom  Michilimackinac,  it 
might  properly  be  math'  a  port  ot"  entry,  witii  the  shores  of  Winn(^bago, 


It  i 


■  1 


I  lU 


i. 


i 


K 


1.1 


1G'\ 


ANDUEWS     REPORT   ON 


It 


Green  Hay,  and  I  lie  lako  coast,  iVoiii  tlie  straits  "f  ^fuckiIn^v  to  Mani- 
towoc, con.-slitutirig  u  now  district. 

Dclxnicliiiiu  into  (iiccn  Bay,  How  frotn  liic  no  ii\'  inl  tlic  rivers 
Oconto,  Pcslitcgo,  anil  iMcnonionct — llic  latter  a  larffc  stn-jiin,  ami  lor- 
inorly,  tor Hotnc;  distance,  tla-  Iroiilier  line  Ix'tween  the  States  (.1  Mielugan 
and  WiHconsin.  On  it  are  situated  several  saw-nnlls  iJir  the  cuinnp  ol 
luniher  fi»r  the  (^hiean(»  niarl\(>t.  The  source  of  this  river  is  hiii  n  (l-w 
mih  s  distant  Ironi  tlu-  shore;  of  Lake  Superior,  on  the  st)utlieiii  water- 
shed of  the  northern  peninsula  of  Michijafan.  Its  cours(!  is  ahoin  two 
liniidred  miles  in  lenij;th  to  its  outlet,  in  which  space  it  has  a  descent  of 
1,049  ll'et,  and  is  ctnphatically  a  river  of  ciitaracts  and  rapids,  hriiiju- 
ing  down  a  vast  vonnne  of  water,  and  occasionally  spreading  to  a 
width  of  ()00  l('(t.  it  can,  therel(»rc,  he  made  availai)le  to  any  cxtenl 
for  water-jjower  ;  though  its  navigation  will  he,  in  all  limes,  limited  |n 
canoeing. 

The  lower  course  of  the  Menomonee,  toward  its  m(»ulh,  is  honlcred 
by  tracts  of  heavilv  timbered  pine-lands,  the  produce  of  which  is  now 
growing  into  hrisk  demand  in  the  neighboring  Imnhei  markets. 

lielow  the  lMenomone(<,  to  the  northeast,  tlie  White  Kish,  Kscanaba. 
and  l''ori  rivers,  discharge  their  waters  into  tlu'  fiittle  hay  de  No(juet. 
They  are  also  !i-iiiged  idong  their  skirts  by  extensive  pine  li)rests,  li'om 
which  nmcli  lumher  is  ainmally  mainifactured. 

The  M<'iiisti(iue  f;dls  into  Kli/abeth  bay,  farther  to  the  north.  The 
principal  business  carried  on  upon  the  islands  of  Lake  Michigan,  he- 
longing  to  this  district,  i>  fishing  and  wood-chopping:  steamers  and 
propellers  fre{|uently  stopping  at  them  to  wood,  and  obtain  supplies  ot 
fish,  ti)r  the  latter  of  which  groceries,  fruit,  *:<•.,  are  given  in  direct 
barter.  'J'he  climate  is  genial  ;md  the  soil  productive;  but  the  present 
inhabitants — being  principally  Indians  and  halt-bncds,  or  iishcrmen. 
who  have  flnv  tastes  except  ti»r  fishing  and  hunting — contrive  to  .«ubsisl 
themselves  principally  by  those  employments,  and  the  cultivation  ot 
small  patches  otCorn  and  potatoes. 

Tin;  North  and  South  Manitous  have  good  harbors  |()r   the  shelter  ol 
vessels,  as  well  ns  the  Foxes  and  j$eavers.     On  the  latti-r  group  there 
is  a  settlement  of  Mormons ;  but  s(t  far  as  civiliz;ition.  refinement,  and 
the  tilling  ol  the  soil  are  concerned,  they  are  in  no  wise  superior  to  tin 
neighboring  tribes  of  savages. 

M.'ickinac  island,  in  the  straits  of  Mackinac,  whicli  c(Hinect  Lakes 
Huron  and  Michigan,  is  an  old  missionary  settlement  and  military  post, 
first  establislKMJ  above  two  centuries  ago  hy  the  French  .Jesuits,  with 
that  admirable  f()recast  and  j)olitical  wistloin  which  they  (lis|)layed  in 
the  selection  of  all  their  posts.  It  is,  in  fiict,  as  to  natural  niilitarv 
strength,  the  Gibraltar  of  tlie  lakes,  and  might  easily  be  rendered  Jiiinost 
impregriMble.  'J'he  present  ti)rt,  however,  is  a  blunder,  and  could  not 
be  deli'iided  for  hall" an  hour,  being  commanded  by  an  alm<tst  unassail- 
able height  within  hall"  a  mile  in  its  rear,  liom  which,  in  elfl-ct,  at  the 
comtneneenient  of  the  war  ol"1812,  it  was  threatened  with  two  ortliree 
light  guns,  diagged  up  the  reverse  duiing  the  night,  by  a  handliit  ol 
Indians  and  IJritisfi,  and,  being  unable  to  offi-r  any  resistance,  was  re- 
duced to  an  immediate  surrender. 

It  was  fi»r  a  long  time  an  ini[)ortaiit  depot  of  the  American  Fur  Corn- 


CULUNIAL   AND    I.AKB    TIIADU.  165 

|»inVt  and  i.^  still  lu.'iintaiiifd  iis  ii  inilitiiiy  stiitiDii  hyllic  Uiiilrd  Stsiti-s* 
.111(1  used  M.s  till'  rciulr/voiM  (»t  tlic  v.'irioiis  liidiiiii  liilx's,  wliifli  resort 
iliitlicr  luimiidly  to  rci-civc  tlu-ir  ^'ovcrimii'iit  pnyninits. 

MiickiiiiM;  is  now  it  pliurc  of  considcraUl*'  traffic,  llu'  |)riiKi|t;il  cx- 
|)ortH  liciiiu  'i^^li  and  linH,  the  latter  hccoininii;  iiiimially  iiiorr  ;iiid  ninro 
•^iNirrc;  1111(1  ili(!  imports,  hl.iiikcts,  rcady-niadc  clolliing,  lisliciiiicn'a 
supplies,  iiiid  trinlvcls  \hr  the  Indians,  who  rjirely  carry  away  luncli  of 
their  receipts  in  iiiiniey. 

This  point  is  distaiil  rroin  ('hieii^o  'Mi)  niil(  s  ;  iVoiii  Itnlliilo  iihout 
7(H)  l)y  water;  iind  from  the  S.iiilt  Ste.  Marie  120. 

i\o  returns  liir  its  (.-oastwise  coinnieree  are  at  hand  li)r  1851. 

Its  ('aiiadian  iiii|(orts  li)r   IfS.'il    were $!3,i)fi7 

Do.  ilo.         mrji)  ,'],2(il 

Increase  on  IS^l 70G 

Duties  collected  in  IcS.Ol $818 

Do.  do.  1850 (\m 

Increase  on    1851 155 


Sank  Ste.  Marie  is  situated  on  St.  Mary's  river,  the  outlet  of  Lake 
Superior,  at  ahout  1'2()  miles  from  Mackinac,  40.>  iioiii  Dilroil,  and 
!)2l  i'rom  \V'asliin,!j;ton.  It  is  pleasantly  situated  on  the  west  side  of  the 
straits,  and  at  the  li)ot  ol  the  rapids,  whence  its  name.  Tliese  rapids 
are  ahout  three  ipiarlers  of"  a  mile  loiiu;,  at  alioiit  twenty  miles  IxdoW 
Lake  Superior,  with  a  tall  ol"  about  twenty-one  ii'ct.  'J'he  ri^cr  St. 
Mary's  is,  in  all,  ri(un  Lake  Supeiif*  lo  Huron,  about  sixty  miles  iu 
leni,'tli,  llowinu  first  a  fi'W  dei,M-ees  north  of  east,  then  hendiii",'  al)rii|)tly 
and  llowiiiu;  a  ll-w  dciirees  east  of  south.  "  Throimh  its  \\li(»le  eoiirse 
it  occupies  the  liiif  ot  juiietioii  between  the  ii,fueous  and  detrital  rocks, 
({)rcil)ly  illustrating'  to  what  extent  the  physical  il'alures  ol"  a  country 
are  influenced  by  its  yeolo^ieal  sfiucture."  lictweeii  Mackinac  and  the 
Sault  Ste.  Marie  there  are  innumerable  iir(»ups  ot  small  isUuids,  prin- 
cipally near  the  northern  shore  of  Lake  Huron  and  the  mouth  ot' the 
St.  Mary's,  their  number  haviiii,'  been  estimated  at  thirty  thousand. 

None  of  till  se  are  as  yet  ot"  any  comiiK  rcial  importance,  unless  it  be 
St.  Joseph's,  which  is  bc^inniiiij;  to  txporl  strain  and  live-stock. 

Hitherto  the  Sault  Ste.  Marie  has  been  the  head  of  lake  navitration, 
iu  coiise(|ucnce  of"  the  interruptii»n  caused  by  the  rapids  at  this  point. 

When  it  is  considered  that  the  distance  to  be  overcome  does  not  ex- 
ceed one  mile,  with  a  lilt  22  leet,  and  that  the  banks  otlhe  river  nowhere 
vm'  to  above  twenty  feet  abovt  the  water  line,  and  are  couipos( d  of 
soft,  friable  rock,  imbedded  in  easy  soil,  it  is  astoiiishinii;  that  a  ship 
canal  has  not  been  opened  loiiu;  a<>;o  across  this  trivial  portagt; — trivial 
in  rcf^ard  to  the  labor  and  expense  of  rendering  it  passable;  the  cost 
not  being  estimated  as  likely  to  go  beyond  a  lew  luiudred  thousand 
dollars — which  would  open  to  the  American  lake  marine  the  naviga- 
tion of  tin;  finest  laUt-  in  tlu'  world,  I'urnishing  and  re(iiiirinu  all  articles 
necessary  to  build  up  and  maintain  a  large  and  prosperous  trade. 

In  no  other  ri'spi'ct,  however,  is  this  obstacle  slight  or  trivial ;  for 


m 


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166 


ANDREWS     REPORT    ON 


everything  required  lor  the  facilitation  of  the  vast,  numerous  and  wealthy 
iron  and  copper  mines  of  Superior,  including  machinery  of  enormous 
weight,  and  supplies  and  forage  i()r  the  men  and  live-stock  employed — 
nor  this  only,  hut  the  huge  blocks  of  native  copper  and  heavy  ore  re- 
turning^ down  this  route — must  ail  be  transported  overland  at  extraordi- 
nary difficulty  and  expense.  Even  large  vessels,  several  in  number 
annually,  are  transported  over  this  portage  by  means  of  ways  and  horse- 
power ;  nor  is  it  in  the  least  extravagant  to  say,  that  the  aggregate 
amount  ol"  money  thus  unnecessarily  expended  year  after  year,  witliout 
.'uiy  permanent  result,  would,  if  collected  for  a  tew  seasons,  defray  not 
only  the  interest,  but  the  prime  cost  of  this  most  necessary  work. 

"  Efi(>rts  hiivc  been  made,  and  will  doubtless  be  renewed,"  says  the 
report  of  Messrs.  Foster  and  Whitney,  on  the  copper  regions  of  Lake 
Superior,  "to  induce  the  government  to  construct  a  canal  around  these 
rapids,  aiul  -i  us  connect  the  conuiierce  of  Lake  Superior  with  those  ol 
the  lower  1.  kes.  The  mere  construction  of  jocks  is  not,  however,  all 
that  is  re(|uir(xl.  It  will  be  necessary  to  extend  a  pier  into  the  river 
above  the  rapids,  to  })roi(.'(t  the  work  and  insure  an  (>ntranee  to  the 
locks.  This  pier  \\  ill  be  exposed  to  liiav}'  currents,  and  at  tiuK^s  to 
large  accumulations  ol"  ice,  and  must  be  constructed  of  the  lirmest 
materials  and  strongly  prot(X'lcd.'' 

Materials  of  the  best  (piality  can  be  easily  obtained,  as  the  report 
^oes  to  show,  from  ScfAill's  Point,  on  the  Isle  Royale,  or  the  Huron 
islands,  l()r  the  completion  of  the  works,  which  would  not,  it  is  believ(!(l, 
at  any  rate  exceed  half"  a  million  of  dollars. 

The  efl(>ct  of  the  removal  of"  this  untoward  obstacle — which  deters  a 
large,  useful,  and  healthy  j)opulation  from  settling  in  this  region — 
keeps  the  jninei;il  lands  out  of  the  market,  and  in  a  very  great  measure 
debars  liie  influx  of  mineral  wealth,  which  could  not  hv  otlu'rwise  shut 
out — would  be  to  give  a  general  stimulus  to  trade,  and  an  infusion  of 
vigor,  activity  and  spirit  to  the  whole  movement  of"  the  country,  with 
a  geneial  increase  to  the  national  wealth,  entirely  beyond  the  reach  (»f 
calculation. 

It  were,  tlKref{)re,  undoubtedly  a  wise  and  {)ru(lent  policy,  founds vi 
on  the  experience  ot";dl  ages,  and  in  nowise  savoring  of  rash  or  sp(>cn- 
lative  legislation,  to  disburse  the  small  comparative  amount  nec-essary 
at  once  to  render  this  vast  addition  to  the  ualional  wealth,  commerce, 
and  niarin'e,  available. 

It  is  clearly  impossible  that  young  and  necessariiv  poor  States — as 
all  new  States  unavoidably  must  l)e,  until  tla^ir  lands  are  rendered 
caj)abK>  of  producing,  ami  their  mines  ready  li)r  exploitation — eati  con- 
struct such  works  at  their  own  expense  ;  and  they  must  necessarily  be 
raised  by  aid  I'roni  go\ernnient,  or  be  left  undone,  from  want  of  aid,  t(» 
the  great  detriment  of  the  conununity. 

Another  tliouuli  inli-rioi'  consideration  is  this — that  in  case  nothing  is 
done  by  the  L'niled  Slates  gov<'rnmenl,  a  canal  will  undoubtedly  be 
cut,  even  with  the  (lisadvautage  of  n  len-l()ld  expense,  through  the  hard 
igneous  rocks  on  the  Hritisli  sliore,  by  the  Canadian  government,  w^hich 
never  lacks  energy  (»r  enterprise  wlier  channels  *of  commercial  ad- 
vantage are  to  be  opent d  or  secured  to  itself  Aiai  the  result  of  this 
would  be  the  diversion  fiom  the  citi/cens  of  the  United  States  of  tlii^ 


-;i.s 


COLONIAL   AND   LAKE    TEADE.  167 

large  sums  payable,  in  the  way  of  tolls,  on  a  work  ten  times  more  ex- 
pensive than  would  be  requisite' on  the  American  side. 

The  business  of  the  Lake  Superior  country  ibr  1851  is  estimated  as 
follows,  lor  the  articles  which  crossed  the  porta^^e  at  liie  Sault ; 

Imports,  100,000  barrels  bulk ;  in  which  are  included  2,000  bundles 
pressed  hay  ;  20,000  bushels  of  oats  and  other  kinds  of  grain  ;  provi- 
sions, dry  goods,  groceries,  general  supplies,  and  five  mining  engines  ; 
forming  an  aggregate  estimated  value  of  $1,000,000. 

The  exports  passing  around  the  rapids,  for  the  same  season,  are  as 
follows  : 

1,800  tons  of  copper,  at  $350 $630,000 

500  tons  of  iron  blooms,  at  $50 25,000 

4,000  barrels  fish,  at  $5 20,000 

The  imports  are  about  40,000  barrcils  bulk  in  excess  of  tlie  imports 
of  1850.  The  cost  of  transportation  on  the  above  one  hundred 
thousand  barrels  bulk  was  an  average  of  abi.iit  nine  shillings  a  barrel 
from  Dftroit,  or  a  gross  sum  of  $112,000  tor  the  transportation  of 
100,000  barrels  lor  a  distance  of  500  miles,  all  by  water,  with  the 
exception  of  one  mile.  The  opening  of  a  ship  canal  at  this  point 
would  undoubtedly  reduce  this  cost  by  two-thirds  within  three;  years  ; 
anil  within  six  x-ears  the  actual  savings  would  defray  the  wlioie  cost  of 
construction. 

Above  the  Sault  is  the  wiiole  coast  of  Lake  Superior,  awaiting  only 
free  conununication  with  the  lakes  below  to  send  li)rth  the  ricli  mineral 
treasures  of  that  region  in  exciiange  lt)r  liie  m;uiutactures  and  merchan- 
dise of  tin;  east. 

The  lake  is  355  miles  in  Iciigtii,  iiaving  an  American  i;oast  to  the 
exleiil.  of  not  miicii  les>;  than  iiOO  miles.  The  area  of  the  lake  is 
32,000  s(|uiire  niih-s  ;  its  greatest  breadth  from  Crand  Island  to  Nee- 
pigon  b;iy  is  JGO  miles,  and  its  mean  deptii  ■^A'  water  900  ti^et,  with 
an  eUniiiion  of  (127  ll'et  ahove  the  level  of  th(!  sea,  and  4i)  te(i  above 
the  waters  of  Huron  and  Mic^iiigan.  The  water  is  beautifully  clear  and 
transparent,  and  abounds  with  the  most  (l(>licious  fresh-water  iish,  the 
Havor  and  richness  of  wiiieh  infinitely  exceed  tlios(!  of  the  lower  lakes, 
so  that  tliey  will  always  eonunand  a  higher  [)riee  in  th(;  market.  One 
species,  till'  siskawit,  has  only  to  he  known  in  the  New  York  and  east- 
ern UKirkets  in  order  to  supersede  all  varieties  ot  sea-lisli,  iijr  uiKjues- 
tionably  noni'  apj)roiieh  it  in  succulence  and  llavor. 

'I'liis  l;il<<'  is  ted  by  about  eiglitv  streams,  none  oi'  them  navigable, 
except  tor  canoes,  owing  to  the  falls  and  ra[)ids  with  which  they 
abound.  The  more  j)n)miiienl  oi  these  rivers,  ilowing  ihrougli  Ameri- 
can territory,  are  the  Montreal,  Black,  l'res(|U(^  Isle,  Ontonagon,  Kagle, 
Little  Montreal,  Sturgeon,  Ilunm,  l)e;id,  ('arp,  Chocolate,  Ln  J'rairie, 
Two-hearted,  anti  Tccjuameuen.  Tli  Ontonagon  and  Sturgeon  are 
the  largest  and  most  important  rivers,  which,  by  the  removal  of  some 
obstructions  at  their  mouths  and  the  construction  of  piers  to  prevent  the 
ti)rm;ilioii  of  bars,  might  Ix'  converted  into  excelleiU  and  spacious  har- 
immediale  vicinity  of  some  of  tl>e  most  valna!)lc  mines. 


when;  the  want  of  sail.- 


anctiora 


I 


p 


It 


1     *:! 


illi 


IS  now  s(.:veri 


ly  lilt. 


I' 


II^ 


!  J 


168 


ANDREWS     REPORT    ON 


The  mouth  of  the  Ontonagon  is  ah-eady  a  place  of  some  growing 
business,  as  is  La  Pointe,  at  the  Apostle  islands,  where  is  a  good 
harbor.  Eagle  and  Copper  liarbors  are  also  places  of  commerce  for 
the  importation  ofsupphes  and  the  shipment  of  mineral  produce.  Ance, 
at  the  head  of  Keweenaw  bay,  Marquette,  Isle  Royale,  wliere  thei-e 
is  a  good  harbor,  are  all  places  rapidly  growing  into  importance.  It 
would  seem  that  the  whole  lake  coast,  from  the  Sault  Stc.  Mario  to  the 
Isle  Royale,  is  rich  in  iron  and  copper  ore,  and  it  is  scarcely  possible 
to  conceive  the  results  which  may  be  expected,  when  the  present 
mines  shall  have  been  develo])ed  to  their  highest  standard  of  produc- 
tiveness, and  others,  as  unqu(  ticjuably  there  will  be,  discovered  and 
prepared  tor  exploitation. 

There  are  at  ])resent  two  steamers,  l()ur  propellers,  and  a  considerable 
number  (jf  smaller  sailing  cralt,  all  of  which  have  been  dragged  over- 
land, by  man  and  horse,  across  the  portage,  in  constant  employment 
carrying  up  supplies  and  bringing  back  returns  of  ore  and  metal.  All 
these  articles  have  necessarily  to  be  transhipped  and  earned  over  the 
isthmus ;  and  3'et,  under  all  these  disadvantages  and  drawbacks,  the 
traffic  is  pinfitahle  find  progressive.  This  consideration  only  is  sufficient 
to  establish  the  possiti\'  certainty  of  success  which  would  ii)ll(nv  the 
construction  otan  adequate  and  well-prolt^eted  ship  canal. 

Indee(l  it  may  be  asserted,  without  hesitation,  that  a  well-concerted 
s^'stem  ot'  j)ul)lic  works,  river,  h\ko,  and  harbor  improvcmenls,  are 
only  wanted  to  r-iidcr  the  great  lak(^  regions,  and  this  district  not  the 
least,  the  uiosl  vahiable  and  most  important,  as  they  are  now  the  most 
beautiful  and  most  interesting  portion  of  the  Unitetl  tStates. 

The  enrolled  tonnage  i()r  the  Maekinac  district,  according  to  the 
ollicial  r<  ports  of  June  3U,  1851,  is  slated  at  1,4U9  tons,  all  sail.  This 
is  evidently  inaccurate,  as  there  were  several  steamers  and  propellers 
plying,  at  that  very  date,  on  the  lak(;  above  the  Sault,  and  several 
small  steamers  rutining  regularly  f)n  the  wat(>rs  of  (ireen  bay,  Lake 
Winnebago,  and  the  Fox  river. 

Tlie  extreme  inaccuracy,  looseness,  and  brevity  of  the  returns  kept, 
and  reports  made  from  most  of  the  lak(^  j)()ris  of  entrv,  can  hardly  be 
too  much  deprecated  or  (le()lore(l,  remleiing  it,  as  they  do,  impossible 
to  compile  a  complete  report  ot  the  lake  eonnnerc(!  sutiicienlly  explicit, 
and  with  details  sufficiently  full,  to  the  perti;ct  understanding  oi  a  sub- 
ject at  oiKJC  so  intricate  and  so  inij)ortaiit. 


CtllKldd    liddi 


('  III 


lcS51. 


Ml 


Imports S'3,!)G7     Duly  collected. 

No.   IG. — District  of   Milwauicie. 


SS18 


ill ' 

■'i? 

'? 

tt' 

■\ 

i*orl  of  entrv,  Milwaukie  ;    latitude  43^   -T  45",    longitude  cS7^   57'; 
population  in  184(1,  1,71'i;  in  1850,  2(),001- 

'J'his  district,  which   ti)rmerly  was  attached  to  that  of  Chicago,  w 
erected  in  1850,  and  the  reiurns  embraced  in  this  report,  being  th(>  lir. 
that  have  been  mad(!  (^f  its  lake   connnerce,  give  little  opporiunity  l«)r 
comparison. 


the 


o/' 


COLONIAL    AND    LAKE    TRADE.  169 

The  coast  extends  from  Sheboygan,  Wisconsin,  southward  to  the 
northern  line  of  the  State  of  Ilhnois,  a  distance  of  about  a  hundred 
miles,  embracing  the  ports  of  Shel)oygan,  Port  Washington,  Kenosha, 
or  Southport,  Racine,  and  Milwaukie.  These  ports  are  all  situated  in 
the  State  of  Wisconsin,  on  the  western  shore  of  Lake  Michigan.  She- 
boygan is  immediately  adjoining  the  district  of  Mackinac  ;  has  a  good 
situation  for  business,  though  the  harbor  needs  some  improvement. 
The  State  legislature  has  authorized  a  loan  for  this  purpose  of  S10,000. 
There  is  an  excellent  farming  country  in  the  rear  of  Shcboygnn,  the 
soil  of  which  ordinarily  produces  good  returns  of  the  first  quality  of 
grain  ;  in  the  last  two  years,  however,  the  wheat  crop  has  been  almost 
a  total  liiilure. 

The  imports  of  this  port  for  1851,  were $1,304,961 

Exports,         do.         do.         do.  121,705 

Total 1,426,866 

Entrances,  730. 

Port  Washington,  twenty-five  miles  norlli  of  Milwaukie,  is  a  port  of 
a  growing  and  itni)ortant  trade,  its  iiarbor  being  lormed  by  tiie  projec- 
tion ola  pier  into  the  lake.  TluUown  is  situated  on  a  liigii  bluff,  wiiich 
shields  the  pier  from  westerly  winds.  The  ccjuniry  circumjacent  is 
well  atliipted  fi)r  agriculture,  grazing,  and  wool-growing.  The  trade 
of  this  port  is  steadily  on  the  incrense. 

Imports  of  Port  Washington  for  1851 $904,400 

Exports,  do.  do.  139,450 

Total 1,043,850 

Southport,  the  name  of  which  has  been  recently  changed,  with  good 
taste,  to  llie  old  Indian  appellation  of  Kenoshn,  is  a  flourishing  place 
situated  on  tlio  bluffs,  35  miles  se-u  h  of  Milwaukie,  and  sixty  norlli  of 
Chieiigo.  I'nder  the  prol.  etion  <i!  the  blufls  upon  which  the  town 
stands,  j)iers  have  l)een  extended  iilo  the  lake,  alongside  which  vessels 
may  lie  and  load  or  discharge^  cnrgoes,  except  during  the  prevalcnc(>  of 
strong  easterly  gales,  iluring  the  height  of  which  the  sea;-<  sometimes 
are  hea|)edon  ihv.  piers,  and  iJiCidv  with  such  violence  as  to  compel  the 
shipping  to  stand  of!'  into  the  lake  for  sea-room.  Like  the  rest  of  this 
portion  of  the  St;ite  of  Wisconsin,  tli(>  soil  about  Southport  is  of"  a  nnlure 
to  encour;ige  ;igricultural  pursuits;  and  in  coii?;e(|uence  the  biick  coun- 
try is  increasing  very  rapiilly  in  population,  and  the  prairies  beginning 
to  export  their  rich  and  varietl  produce,  the  result  of  which  is  a  growth 
otthe  commerc(^  of  the  port  beyond  the  aniici{)ations  of  the  most  san- 
guine. 

The  returns  show  the  imports  f()r  ]851  to  iiave  been $1,306,856 

Do.         do.  exports  fi)r  1851  661,228 

Totf.l 1,968,084 

Entrances,  856. 


1i  If 
I'  If 


i  !, 


I'ii    ?i- 
IT  V 


1 


170  Andrews'  report  on 

Racine  lies  ten  miles  north  from  Kenosha,  on  a  beautiful  stream  ol" 
the  same  name,  which  forms  a  harbor  in  all  respects  excellent,  except 
for  the  wonted  drawback  of  an  awkward  bar  at  its  mouth.  The  popu- 
lation of  Racine  in  1840  was  about  1,500  ;  in  1850  it  was  5,111.  The 
principal  business,  however,  is  done  on  piers,  which  project  from  its 
mouth,  as  at  Kenosha.  The  city  is  on  a  height,  and  is,  without  doubt, 
the  most  beautiful  site  for  a  lake  city  west  of  Cleveland.  The  back 
country,  depending  on  the  city  for  supplies  and  a  market,  is  very  simi- 
lar to  that  already  described  in  other  parts  of  the  district. 

Its  imports  lor  1851,  were $1,473,125 

Exports  for         do.  1,034,590 

Total 2,507,715 

Entrances,  1,462. 

Milwaukie,  the  port  of  entry  and  principal  port  in  the  district,  is 
situated  on  Milwaukie  river,  which  fi)rms  a  good  harbor  t()r  vessels 
and  steamers  of  light  ch  aught,  but  it  needs  some  imi)rovement  to  make 
it  easy  of  access  to  larger  crai't.  Tlie  harbor  of  Milwaukie  is  in  one 
respect  very  favorably  situated,  as  there  is  a  sort  of  ba}',  or  bayou, 
running  in  behind  the  north  point,  making  a  fair  shelter  against  all  but 
easterly  winds. 

The  city  stands  partly  on  the  river,  and  partly  on  the  bluffs,  which 
arc  \cry  high  and  overlook  the  lak*,'  for  many  miles.  It  is  ninety  miles 
north  fioni  Chicago,  and  contains  25,000  inhabitants.  It  is  the  terminus 
of  the  Milwaukie  and  Mississip[)i  railway,  which  is  finished  some  hfty 
miles  west,  and  is  inteiuled  evcnlually  to  eommunieatf^  with  the  Mis- 
sissippi at  Dul)U(|ue,  or  J'rairie  du  Cliien.  This  road  runs  through  one 
of  the  most  fertile  districts  of"  Wisconsin,  and  will  bring  immense  tratlic 
to  this  pott.  Of  late,  owing  mainly  to  the  j)artial  failure  of  the  wheat 
crop  during  the  two  successive  years  of  1849  and  1850,  the  commerces 
of  this  district  has  not  augmented  so  rapid!y  as  f()r  several  years  pre- 
viously, or  as  it  probably  would  have  done  in  the  event  of"  good  or 
average  crops. 

The  city  of"  Milwaukie  increased  in  population  from  1,712  inhabit- 
ants in  1840,  to  20,001  in  1850,  being  a  ratio  of  1,072  per  cent,  greater 
than  ih;it  of"  any  other  city  during  the  same  period.  It  is  situated  805 
miles  northwest  from  Washington. 

The  commerce;  in  1851  is  estimated  ibr  the  city  as  f()llows  : 

Imports $!14,571.;i71 

Exports 2,007,824 

Total 17,179,195 

Entrances,  1,351. 

Tlie  connnerce  of" the  whok-  district  fi)r  the  same  yeai-  was  : 

Imports ; $19,500,713 

Exports 4,504,779 

Total 24, 125,5]  0 

Total  entrances,  5,000. 


tor 
ert ' 


COLONIAL   AND    LAKE    TRADE. 


171 


Ol" 
Dpt 
)U- 

'he 

its 

|bt, 

ick 

li- 

125 
)90 

715 


The  enrolled  and  licensed  tonnage,  on  the  30tli  June,  1851,  was  set 
down  in  the  official  report  at  2,946  tons,  of  which  287  tons  were  steam, 
and  2,659  tons  sail.  The  official  report  of  the  collector,  however,  pub- 
lished at  the  end  of  the  season,  makes  the  tonnage  of  the  district 
amount  to  6,526  tons,  giving  employment  to  325  men.  Therefbi-e  there 
must  be  an  error  somewhere,  as  it  is  not  possible  that  the  tonnage  of 
the  district  should  have  more  than  doubled  itself  within  a.  few  months. 
Such  inconsistencies,  however,  seem  to  be  the  rule,  not  the  exceptiojj, 
in  the  reports  of  the  lake  districts. 

The  iollowing  table  will  show  the  busiiiess  in  a  lew  prominent  arti- 
cles of  trade,  in  this  district,  for  export  from  the  several  ports ;  and  the 
comparative  trade  of  the  port  of  entry  lor  the  years  1850  and  1851, 
according  to  th(!  returns. 


:i 


,:    h   ' 


Articles 


Flour barrels. 

Pork do. . . 

Bucf. do.. . 

Wliuut bushels. 

Oats do. . .  . 

Barli'v do.. , . 

Com do .  . .  . 

Wool pQuads . 

Hides .do. . . . 

I  .a  rd (io . . .  . 

Ashes tons. 

Li.'iul poiuids, 

l.uinlicr M  teet. 

Laths M. 

Shiiiples do. 

Fish barrolii . 


Mihvaukic. 


Racine.      Kenosha. 


1851. 


1850. 


li:i,2;)3 

2,331 
IH 1.904 

47.tl<»H 
17o,:'J3 

22.2.33 
22(i,25(i 
385,  «4() 

29,120 

2t;2 


100.017 

47G 

l,4-i« 

297.7.-is  I 

2.1UU  ; 

15,270  I 
5,0«H)  ' 
12fi.5'J5 


276 


987,840    1,(150,000 


1851. 


22.977 

1.112 

1,712 

272,078 

80,89H 

40.9OH 

lr-.941 

I0G.471 

11 2,  WO 

22,400 

55 


Sheboygan  PortWash- 
ington. 


1851. 


2.C51 
56 


233,052  . 

59,769  ; 

55,169  I 

31,168  •. 

30,731  ' 

2<J,16()  i 


1851. 


163 


3,650 
1,000 


9,250 
69,440 


201 


1.^30 

247 

1 ,  199 

3,384 


18.51. 


3,000 


2,000 
1,500 


91 M) 


:20U 


Th 


as-sortcd   nK'reliiUidi.sc  uccessiirv 


lie  imports  eoiKsist   principally  ot 
lor  the  coiisiimplion  ot"  ;i   new  country — suit,  anil  tlit;  household  prop- 
erly of  (nnigrant.<.     This  district  reports  no  trad(>  with  Canad.t. 


i 


172 


ANDREWS'    REPORT    ON 


If 


Statement  showing  the  pri7icipnl  articles  of  export  and  import,  coastime,  in 
the  district  of  Milwaukie,  during  the  year  1851. 

IMPORTS. 


Articles. 


Quantity. 


Merchandise 

Sundricii 

Salt , 

Salt 

Fruit , 

Fish 

Lumhcr 

Latiis 

Shingles 

Cedar  posts 

Whiskey 

Coal 

I'irr  iron 

Watcr-linic 

Cut  fltonc 

Cheese Ui.m 

Ta  n-bark i,.Vi'i 

Railroad  iron,  &c HM 

Fruit  trees ll.l.'iO 

[>o?oniotivcs 4 

Potter's  clay '  IfiO    tons 


.'t(),.'i!tl 
(i,i)80, 
.11.!»85 
:J4,881 
17,r>17 

I,i2()rt, 

40,401 

4,j).')(; 
i.'Mas 

12,788, 

6,517 

2,177 

Ml . , 
2.:):2!) 


tuns. . . 
.do... 
I)iiifa. . , 
l)iirrcls. 
..do... 
..do... 
M  feet. 

M 

M 


barrels, 
tons  . .  . 

.d. 

biirrcls. 
tons.  .  . 
pounds, 
cords  .  . 
tons.  .  . 


EXPORTS. 


Articles. 


Quantity. 


Flour 140 

fork f, 

Hecf. 4 

Wheat 087 

OatH 10;) 

Harley ]:r, 

Wool ;n-,> 

Hides ;-,04 

Ashes ] 

Lard '.  4G 

Hrooni-corn 

Corn 7r> 

.Merchandise 1 

Lead ()^I7 

Lime X? 

Brick hj3 

May ; 

Ship-knees 

Lumber 1 

Laths 

Shing'Ips .            ,..,                  ,.  1 

Fish .".'.....  A 

Wood |(i 

Staves 

1  lops 

Hoop-poles 

Potatoes .'.■» 

Sundries I 


,0].'. 
.000, 

,04:l 

.(334 
,40.'i, 
.Ki,'), 

7(l« 
J)W). 
,4IM 
,000 

843 

,;m-j 

. ;"),').') 
,840 
.fiOO 
.900. 

•r>o 

tllii. 

.k;i3 

'.'17 

.  IH'J 

..'•.-4 

.000 

•,>)I0 

10 

,'.0 

.(MM) 

.;);)4 


barrels., 
...do... 
...do... 

bushels  , 
....do... 
....do... 

jiounds  . 
...do.... 

tons  . .  . 

pounds ,, 

tons, . .  . 

bushels  , 

tons  . .  .. 

pounds.. 

barrels. 


tOIlM 


M  fee'  . 

M 

.M 

birrels, 
loriln. . 

,M 

tons  . .  ., 
M 

bushels 
li'llS  ..  .  - 


Value, 


»l.''),a!)7,00() 
3,.'i02,287 

4,t;98 
43,(i01 
2(i.275 

4,832 

404,010 

4.''),5t)0 

•J(i,250 

2,.^'iG 
(i.j,170 
1.5,2:«) 
12,400 

3,494 

l,7r.O 

7,454 
•27,500 
27,800 

2,787 

40,000 

4.50 


19,. '■.•50,713 


Valui 


"ai42(J,045 

70, 0(H) 

28..301 

4 12,. 580 

38.(i81 

274,327 

lll,^<12 

20,1M0 

141. WOO 

3,280 

8,430 

28,9.16 

7»:7.000 

4',t..T.t2 

3,700 

4.2G5 

2.. 500 

5,5a0 

18,330 

2,470 

'.'.997 

14,336 

20.000 

4,000 

4.000 

5(M) 

7,. 500 

2.093.8.55 


4,.5H4.797 


COLONIAL   AND    LAKE    TRADE. 


173 


IK 


No.  17. — District  of  Chicago. 


Port  of  entry,  Chicago ;  latitude  42°  00',  longitude  87°  35' ;  popu- 
lation in  1840,  4,470 ;  in  1850,  29,903. 

This  district  is  about  eighty  miles  in  extent  of  const-line  Irom  Michi- 
gan City,  in  Indiana,  to  Waukegan,  Illinois,  embracing  that  portion  of 
the  coast  of  Lake  JNIichigan  bordering  on  the  States  of  Incliana  and 
Illinois.  Michigan  City,  Waukegan,  and  Chicago  are  the  only  ports. 
Th(!  commerce  of  Michigan  City  is  comparatively  small;  but  having 
no  detinite  returns  from  that  point,  it  may  be  roughly  estimated  at 
$600,000.  It  is  the  onlj'lake  port  of  Indiana,  and  is  about  torty  miles 
east  from  Chicago,  and  on  tht;  o])p()site  side  of  the  lake;  to  that  city. 
The  Michigan  Central  railway  passes  through  this  place  en  route  lor 
Chicago,  and  most  of  the  sup])lies  of  nK^rciiandise  are  received  by  it. 
Tile  exports  of  Hour,  wiicat,  corn,  and  oats  from  this  place  are  worthy 
of  SOUK!  consideration. 

Waukegan  is  situated  t()rty  miles  north  from  Chicago,  on  the  western 
shore  of  Lake  Michigan,  and  is  a  thriving  place  ol"  business,  though  its 
harbor  consists  only  of  pirrs,  extentling  into  the  lake,  similar  to  those  at 
Racine,  Sheboygan,  and  other  [)laces  in  the  district  of  Milwaukie.  The 
country  circumjacent  to  it  is  becoming  rapidly  populous,  and  the  land 
is  (t-rtile,  and  adapted  amply  and  abundantly  to  re[)ay  all  the  expenses 
of  loii  and  time  anmiaiiy  bestowed  upon  it. 

It  cannot,  therel()re,  be  reasonably  doubted  liiat  its  annual  increase 
will  not  tall  short  of  the  gen(>ral  progress  of  its  own  and  the  nciglibor- 
ing  States. 

The  aecounl  ot'tlie  tonnage  of  this  place  is  as  f()llows : 

Th(^  entrances  at  Waukegan  during  the  year  1851  weie  1,058;  being 
098  steamers,  244  |)rop<llers,  14  brigs,  1()5  S(;hooncrs,  2  barques,  and 
3  sloo|)s. 

The  l()llowing  is  a  eoneise  statement  of  the  commerce  of  Waukegan. 
with  the  names  of  some  of  the  leading  articles  both  of  import  and  ex- 
port : 

I M  TOUTS. 


i^ 


Articles. 


Quantity. 


Value. 


i,M 


MorcliiiMiliso tons. , 

I.iiiiiIht M, . . 

i^llilI<r|l'S du. .  . 

I  tilths         do... 

Salt Imrrt-ls. 


.do. 


Apples  , 
WliisUc 
Liiiio. . 


.do. 
.du. 


liroorn-corii Imlefi. 

Sundries  uiieiiuiiiuriited 


Total  iiDpor; 


1,110 
4,368 
809 
475 
y,804 
371 
80!l 
451 
210 
108 


ioiw.OOt' 

43,680 

'2,0'>} 

4,750 

4,a06 

1,113 

1.213 

4,510 

315 

168 

:J,757 


619.831 


m 


ANDREWS     REPORT    ON 
EXPORTS. 


Articles. 


Wheat ,.. buHhcls. 

OaU- do... 

Corn do... 

Barley do. , . 

Sood do. . . 


Flour barrels. 

Pork do. . . 


^ool puuiidw. 

Sundries  uiicuurneratod 


Tot.il  exports. 
Total  imports. 


Quantity. 


173,129 

(;4,o'j() 

i><t,874 
.S,1H3 
l,4M() 
3,340 


Value. 


Total  coinmorco  of  Woukcguii , 


$103, !^7 

ia,!)l8 

11,949 

4,471 

1,480 

JO, 030 

.-4,500 

372 

10.740 

:>.->,  391 

l'.>4,818 
(;i!«.834 


!il4,65a 


Tho  city  of  Chic.-igo  .stands  at  tli(!  inoutli  ol  thf  Cliicigo  river,  wiili  a 
population  of  about  40, (XH),  and,  as  tht;  river  deboucln  .■^  into  the  head 
of  Lake  Miehigan,  is  therefore  the  inmost  port  of  the  hike,  and  the  Ihr- 
the.st  advanced  into  the  country,  wliieh  supphes  il.s  export  and  consumes 
its  import  trade.  It  i.^,  on  this  account,  ino.st  liivorably  situated  l()r  a 
commercial  depol.  The  river  witl'ii  a  mile  of  its  niontli  being  niad(  up 
into  two  aHluonts,  the  nr)rthern  and  >onth('rn,  the  city  lies  on  both  banks 
of  the  main  river,  and  to  the  west  oi'  both  the  tributaries,  with  floating 
bridges  whereby  to  tiicilitatc  easy  communication  t()r  th(!  citizens.  Four 
mil(^•^  south  of  the  cMty,  the  Illinois  and  Michigan  canal  falls  into  tlit^ 
south  branch  at  a  plact-  called  Driilgej)ort,  and  up  to  this  point  this 
stream  is  navigable  ll)r  th(^  largest  lake  crali.  The  first  level  of  the 
canal  is  fed  from  this  stream  by  means  of  huge  sti-am-pumps,  which  are 
constantly  employed  in  fi)rcing  water  to  the  height  of  about  eight  leet. 
Qn  entering  the  canal,  therefore,  the  boats  first  ascend  a  lock  of  about 
eight-feet  lift,  and  thence,  on  their  way  to  the  Illinois,  continually  lock 
downward  till  they  reach  the  lower  level  of  that  valley.  This  canal 
is  ninet^'-eight  miles  in  length  from  Bridgeport  to  Peru,  on  \Uv  Illinois, 
and  by  means  of  it  the  waters  oltlie  Mississii)pi  and  the  lakes  are  united,  . 
.-;o  that  canal  boats  can  readily  pass  from  Chicago  to  iSt.  Louis,  and  ncc 
rirsa,  as  indi  <■(!  to  any  point  of  the  Illinois  river,  without  deti'ntion  or 
transhipment  of  cargo. 

The  (ialena  and  Chicago  Union  railway  is  open  from  Chicago  to  Itoch- 
fbrd,  a  distance;  of  eighty  miles,  ;nid  will  soon  be  finished  to  Freeport, 
where  if  will  effl'ct  a  junction  with  the  Calena  branch  of  the  llhnois 
Central  railway.  The  Chicago  and  Iiock  Island  road  is  comph^ted  to 
Juliet,  f(>rty  miles'  distance  from  Chicago,  which  is  eventually  to  con- 
nect Chicago  with  Hock  island,  and  which  is  expected  to  be  completed 
and  op(Mied,  within  the  space  of  one  year,  to  the  Mississippi. 

It  is  proposful  to  intersect  Illinois  with  a  net- work  of  railways,  by 
which  Chicago  shall  be  coimected  with  every  portion  olthe  State;  and 
beside  these  lines,  two  or  three  others  are  projected  with  the  intent  of 
coimecting  that  city  with  Green  Bay,   Milwauki*',   Beloit,  and  Janes- 


!  "t 


(  ; 


COLONIAL    AND    LAKE    TRADE. 


175 


ville,  Wisconsin,  by  railway,  l)ut  it  is  still  problematical  wliothcr  ilicy 
will  be  wrought  to  a  successful  termination. 

It  is  owing,  doubtless,  to  the  advantiigeous  situation  above  described, 
that  Chicngo  owes  her  rapid  growth  during  the  past  tt!W  years,  her  en- 
viable conmiercial  position  f()r  the  present,  anil  her  brilliant  prospects 
l()r  the  futuH!. 

In  1840  Chicago  had  a  population  of  less  dian  5,000;  in  1850  it  num- 
bered u[)ward  of  28,000,  having  incK-ased  in  on(!  year,  as  shown  by  the 
returns  of  the  city  c(M1sus  of  1849,  over  5,200;  and  the  lowest  estimate 
put  upon  the  populatt)»  in  January,  1852,  is  35,000  souls,  while  more 
generally  it  is  rated  at  nearly  40,000  individuals.     No  parallel  l()r  so 


great  an  nicri^asc  exists. 


The  following  tables  will  give  some  idea  of  the  details  of  the  com- 
merce of  Chicago,  which  will  be  found  interesting  as  showing  the  pro- 
gressive business  of  tin;  city,  during  a  long  s«Ties  of  successivt>  ViJnrs, 
as  well  as  th(!  alteration  ol"  the  character  of  that  business,  as  afii-cted  by 
the  continual  progression  of  the  country,  from  ;iu  earlier  and  more  im- 
perii'ct  to  a  fuller  and  belter  developed  system  of  cultivation. 

'riie  progrt'ssive  value  of  the  iujports  and  exports  of  Chicago  i*;  ex- 
hibited during  a  series  of  l()urteen  years,  which  will  be  t()und  to  give 
tin;  best  idea  of  the  actual  progression  of  the  place. 


1 1 " 


YeiM 


In  18.')6. 
1837. 
18.18. 
1839. 
1840. 
1841. 
1842. 
1843. 
1844. 
lH4.'i. 
1840. 
1847. 

i8:>i. 


liii|>orti). 


#325,203 

51,000 

.373,677 

10,065 

.'i7!),174 

16,044 

(i.3l),980 

38,843 

.'■iG2,10« 

•Jd8,635 

5«4,.347 

.•M8.862 

G(!4,347 

659,305 

971,84!! 

6H2,210 

1,(W6,41»J 

185,. 504 

•J, (143, 445 

1. .543,519 

2,<»27,150 

1,H13,468 

2,(i41,8,-i2 

2,296,299 

'24,410,400 

5,395,471 

F.xports. 


From  1842  to  1847  llie  leading  articlt^s  of  export  were  wheat,  tlour, 
beef,  pork,  and  wool.  Tlie  (pKuililies  exported  in  those  years  were  as 
tbllows  : 


Years.                              1  Wlioat. 

^ i  ,  

iiushth. 

In  1442 ,  :.>^6.907 

1843 »i2f<.967 

1H44 1  >91 ,894 

1845 1  956.1^60 

Ip46 i  1 .459. .594 

1S47 1 ,974.304 


Flour. 


Barrels. 

2,920 
10,7S6 

6.320^ 
13,7.52* 
28,045 
32,538 


Ueof&pork. 

Wuol. 

Bane  Is. 

Pounds. 

16.- ;9 

1,500 

21,492 

22,050 
96,635 

14,938 

13,268 

216.616 

31,224 

281,222 

48.920 

411,488 

I 


From  1848  to  1851   no  valuation  was  made  of  the  importations  or 


ft 


!  ' 


76 


ANDREWS'    REPORT   oy 


cxportalions  ;  and  the  vnluation  ol'  1848  is  deemed* so  utterly  iiieorrcct 
as  to  he  valueless  and  unvvortliy  of  cilalion;  tor  the  valuation  for  (hot 
year  ineludrd,  inider  the  haul  of  exports,  every  small  1)111  oi  ^;rile, 
whether  sent  into  the  eireuuijaeent  country  l()r  domestie  eonsur.!!4ion. 
or  shipped,  'oastvvise  or  ti)reign,  by  the  lake,  for  actual  exportation. 
It  is  tlu-refb      set  aside. 

The  f()ll(     ing  tidde  shows  the  iniportatio?\    of  lumber  during  the 
years  mentioned: 


ArticloR. 

1847. 

184H. 

•  • 

1849. 

1850. 

1851. 

BoardH foct, . 

LatliH No,, 

Shingles do, . 

38,188,225 

5,6,55,700 

12,148„500 

60,009,2,50 
10,025,109 
20,000,000 

73. 259,. 5.53 
19,281,733 
39,0.'7,7,50 

100,. 164, 791 
19,890,700 
.55,423,750 

125,0.56,437 
27,-583,475 
60,338,250 

The  table  below  exhibits  some  of  the  leading  articles  of  export 
from  Chicago  during  th(  .same  scries  of  years,  and  shows  the  nature 
and  increase  or  decrease  of  the  trade  in  various  articles: 


;n;  « 


ArticleR. 


Wlieat liusticls. 

Flour Imrrols. 

Corn busliols, 

Oatft do. , . 

Beef barrels. 

Purk.. . .  ■. do. . . 

Tallou  ...    do. . . 

Lard do. . . 

Bacu':  ....      , .  .do. . . 

Tol.,if— > ..do... 

W.j',>'     pounds. 

Hidcb .No  .. 


1847. 


1,974,. 104 

.12,, 598 

67,315 

.18,S92 

26,504 

22,416 

203,435 

139,009 

47,248 

28,243 

411,088 

8,774 


1848. 


2,160,000 
45,200 

.550,460 
65,280 
19,7.13 
,14,467 

513,005 


1849. 


1,936.264 
51,309 
644,848 
26,849 
48,436 
17,940 


209,078 
.500,000 


6tf4,600 
850,709 


520,242 


18.50. 


788,451 

66,432 

262,013 

158,054 

40,870 

16,598 

719,100 

724,. 500 

909,910 

85,409 

913,862 


1851. 


427.820 

71.H.12 

3,221,317 

605,827 

.53,685 

19,990 

1,084,377 

2,996,747 

1,524,600 

182,758 

1,086,944 

1,617 


CANADIAN  TRAUK  IN  1851. 
Exports  of  domestic  produce  and  manufacturer. 

In  American  vessels S93,(H)S 

In  Briti^^h  vessels 2"J,117 


lJG,I8'j 


of 


eve 


11 


Imports. 

In  American  vesse '  s , $4,935 

In  British  vessels 87G 

Tonnage  inward. — American  vessels — steam 2 

sail 2 

British  vessels — sail 2 


f  uty  collected 

Sl,204 
182 


1,38G 


G52  ton>. 
290     <• 

428    '• 


COLONIAL    AND    LAKE    TRAnE. 


177 


Ovvitu;,  ki(>\v(!V('r,  (,()  !i  p 
of  llui  Slate,  (luring'  tlio 
smaller    (liaii   llicy   w<miI(. 
water  (••(tincxion  of  ('hicau. 


Tounago  oiitwurd. — Ameiiian  vessels — stcnin 5       2,183  tons. 

fluil 7       l,(i28     '♦ 

British  vessels 2         428     '« 

The  country  round  the  city  Ibr  miles  is  a  level  prairie,  the  soil  of 
which  is  v(Ty  llrlile ;  which  has  giv(>n  Chieafj[o  its  ^Meut  agricultural 
Stan,  and  laid  I  he  |M'rnianent  liumdalion  l<)r  its  increase. 

Tiie  Uliiinis  and  Miehi<i[aii  canal,  which  comes  into  the  southern 
stream  nt  Jlridgepnrt,  passes  tlirou<<;h  one  of  the  finest  agricultural 
distri(;ls  in  the  Stale,  <"ml)ra(!ing  the  valley  of  the  An  Plaine,  de 
iMaine,  Kox,  Kaiikalu'e,  and  Illinois  rivers,  and  finally,  hy  means  of 
the  latter,  opens  u[)  to  a  tiorlhern  market  the  great  corn  valley  of  the 
West.  This  canal  was  first  ojtened  tor  business  irj  May,  1848,  and 
has,  iherelore,  l)C(,'ti  but  l(>ii    scisoiis  in  operation. 

lur(!  of  the  wheat  crop  in  this  portion 
■trs,  the  returns  of  tolls  arc  much 
have  been.  Tlie  effect  of  the 
.  Louis  may,  howtn'er,  be  seen  in 
th(!  impetus  given  to  the  pvtpulaiioii  and  commerce  of  the  city  at  or 
near  that  period. 

The  canal  lolls  in  1S48  am(amt,d  to  $83,773;  in  1810,  to  1$118,787; 
in  1850,  to  $i2l,!)72;  and  in  1851,  to  $\7;i,m). 

According  to  Judge  Thomas's  re[)orl,  made  in  compliance  with  a  reso- 
lution of  ihe  liver  and  harbor  conv<'ti(ion,  in  1847,  the  first  shipment  ot 
beef  was  made  from  Chicago  in  183-'3;  but  that  shipment  must  have 
been  very  trifliiii,',  since,  in  1830,  the;  whole  exports  liom  the  port  were 
valued  at  Sl,()()i);  in  1837  they  ros(Mo  SI  1,()()5;  in  1838  to  $1(!,U44; 
in  1831)  t(.  over  .1i;3:J,0()0;  and  in  JSIO  to  ;S;.'28,t)3.'>.  In  1840  the  im- 
pcats  were  valued  at  )|?5()!2, 1()(J.  Siiic«.'  that  year  the  increase!  in  every 
ujtiele  ol"  export  has  bi(  n  rapid,  exce[)t  wjjcal,  which,  f()r  the  three 
years  last  past,  exhibits  a  decrease. 

The  eomtueree  of  the  port  of  ('hicago  in  1(S,j1  amounts  to  iIk;  sum 
of  $2i),805,871,  consisting  of  $5,395,471  exp.rls,  and  S!24,4 10,400 
imports.  A'  first  view  there  ap[)ears  in  this  statement  a  fiir  greater 
diserepaney  between  tin-  value  of  the  imports  and  exports  than  is  usual 
r\c.i\  in  new  countries.  The  dilh'renee  may,  however,  bt;  accounted 
f(*r  oti  this  consideration:  that,  beside  large  ([uantities  of  rich  and  costly 
goods,  all  sorts  of  ready-made  clothing,  hats,  caps,  boots,  and  shoes, 
for  the  St.  Louis  market,  are  imported  through  Chicago,  and  by  canal 
and  river  to  their  destination,  all  goin^'  to  swell  the  in)j)ortation  returns 
for  the  extensive  and  growing  trade  of  this  places ;  whereas,  the  gooils 
ore,  from  St.  I^ouis,  distributed  to  all  sections  of  the  country,  as  yet 
tCK)  poor  and  iww  to  ri'init  article-^  of  produce  for  exportation  by  the 
ftiime  rout<;.  To  this  it  must  be  added  that  c;usual  fluctuations  in  the 
market  pric(>s  at  Chicago  or  St.  Louis  frecjuently  determine  the  course 
by  wliicli  iidand  domestic  produce  is  shipped  to  the  seaboard,  whether 
by  the  lakes  or  tla^  Mississippi,  so  that  there  may  he  an  apparent  bal- 
ance of"  trade  against  Chicago,  when  there  is  none  such  in  reality. 

In  1851,  Chicago  received — mostly  from  the  Illinois — and  exported, 
no  less  than  3,221,317  bushels  of  corn;   also  received  by  lake,  mostly 
from  the  lumber  districts  of  Michigan  and  Wisconsin,  125,000,000  feet 
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33  WEST  MAIN  STRifT 

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178 


ANDREWS*    REPORT  ON 


of  lumber,  60,000,000  of  shingles,  and  27,000,000  pieces  of  lath,  of 
which,  according  to  the  Chicago  Tribune — esteemed  the  commercial 
journal  of  that  place  most  worthy  of  confidence — 54,000,000  feet  of 
lumber  were  shipped  by  canal,  and  44,000,000  of  these  reached  the 
Illinois  river ;  51,000,000  of  shingles  were  shipped  by  canal,  and 
47,000,000  of  these  reached  the  Illinois ;  while  of  lath  12,000,000  left 
Chicago  for  the  south,  of  which  11,000,000  passed  beyond  the  termi- 
nus of  the  canal. 

The  continued  failure  of  the  wheat  crop  in  northern  Illinois  has  turned 
the  attention  of  farmers  to  grazing  and  wool  growing,  for  which  the 
prairie  lands  are  admirably  adapted,  and  of  this  the  results  are  par- 
tially seen  in  the  returns. 

In  1851  there  were  slaughtered  and  packed,  for  American  and  Eng- 
lish markets,  in  Chicago,  21,806  head  of  cattle.  The  shipments  of 
beef  during  the  same  year  were  52,856  barrels;  and  it  is  hardly  neces- 
sary to  say  that  this  beef  is  of  the  finest  quality,  lor  Chicago  beef  is  at 
this  day  as  well  known,  both  in  the  American  and  English  markets,  for 
its  succulence  and  tenderness,  as  if  it  had  been  an  estabhshed  article 
in  the  provision  trade  for  centuries,  instead  of  years. 

The  growth  of  wool  in  Illinois  is  not  yet,  by  any  means,  developed, 
the  trade  in  this  article  not  having  been  ten  years  in  existence,  at  the 
utmost,  yet  the  exports  of  1851  amounted  to  1,086,944  pounds. 

Over  and  above  these  shipments,  increased  by  the  addition  of  20,000 
barrels  of  pork,  there  were  exported  during  the  year  great  numbers  of 
cattle,  hogs,  and  sheep,  driven,  or  transported  by  railway  and  steamer, 
from  the  prairies  of  Illinois  to  the  markets  of  Buffalo,  Albany,  and  New 
York,  alive.  If  these  be  taken  as  the  results  of  the  first  few  years  of 
the  grazing  business,  what  may  not  be  expected  of  the  great  resources 
of  these  prairie  States,  when  they  shall  be  fully  developed  and  brought 
nearer  to  market  by  the  railway  facilities  which  are  already  contem- 
plated, and  perfected  by  the  complete  stocking  of  the  grazing  lands  ? 

Hemp  and  tobacco  are  also  large  products  of  this  State. 

The  arrivals  at  Chicago  for  3851  are  as  follows :  steamers,  662; 
propellers,  183;  schooners,  1,182;  brigs,  239;  barques,  13;  total,  2,279. 
Tonnage  of  the  season,  inward,  958,600. 

The  enrolled  tonnage  of  the  district  on  the  30th  of  June,  1851,  was 
23,105,  being  707  tons  steam,  and  22,397  tons  sail. 

The  following  table  will  exhibit  the  quantity  and  value  of  the  prin- 
cipal articles  of  export  and  import  coastwise,  at  the  port  of  Chicago, 
during  the  year  1851 : 


COLONIAL  AND   LAKE    TBADE. 
EXPORTS. 


179 


Articles. 


Flour • barrels. . 

Wheat bushels. . 

Corn do. . . , 

Barley do. . . , 

Oats do..., 


Hemp pounds. 

Beef. .barrels. 

Pork do. . . 


Tallow pounds. 

Lard do. . . 


Hams do. 


I 


Shoulders do. 

Hides number. . . 

Wool pounds. . . 

Tobacco.. do 

Timothy  seed barrels. . . 

Steam  engines number. . . 

Sugar barrels. . . 

Salt do 

Reapers number. . . 

Potatoes bushels. . . 

Oil barrels. .. 

Merchandiso tons. .. 

High  wines barrels. . . 

Leather pounds. . . 

Lead do 

Iron do..... 

Furs do 

Buffalo  robes do 

Cattle number. 

Sundries  unenumcratod 


Quantity. 


71,723 

436,808 

3,221,317 

8,537 

767,089 

694,783 

52,865 

20,522 

1,084,377 

2,976,747 

899,504 

650,955 

31,617 

1,086,944 

482,758 

1,670 

15 

709 

3,581 

552 

2,000 

78 

2,491 

1,878 

33,875 

1,375,872 

144,. 380 

564,500 

7,215 

448 


IMPORTS. 


Articles. 


Merchandise 

Barley 

Flour 

Wheat 

Lumber 

Shingles 

Lath 

Timber 

Suffar 

Molassas 

Salt 

Castings,  car  wheels  and  axles . 

Stoves 

Wood 

Wagons 

Nails  and  spikes 

Locomotives 

Leather 

Iron 

Fruit 

Fish 

Coffee  

Coal 

Sundries  uuenumcrated 


Quantity. 


to.iB. ... 

bushelt,. ... 

barrels. . . . 

, bushels. . . . 

. .  .thousand  feet. . . . 

thousand.. .. 

.thousand  pieces. . . . 

cubic  feet. .. . 

pounds. .. . 

gallons. . . . 

barrels.... 

pounds. . . . 

number.... 

cords. . 

number. . 

pounds. ... 

number. . . . 

pounds. ,. 

tons. . . 

barrels... 

do 

bags... 

tons. . . . 


37,368 

12,331 

6,630 

26,084 

125, 05t 

60,331-. 

27,583 

410,679 

3,139,800 

81,156 

128,541 

347,500 

9,742 

5,924 

198 

44,034 

41,567 
10,286 
9,836 
5,257 
11,316 
30,000 


Value. 


$215,169 

262,084 

1,159,674 

4,268 

15,218 

41,687 

370,055 

287,308 

65,062 

238,140 

81,960 

32,548 

88,527 

326,083 

48,275 

11,690 

75,000 

14,180 

6,37] 

55,200 

500 

1,872 

1,245,500 

18,780 

16,937 

68,793 

14,438 

564,500 

3,6.57 

13,440 

48,55o 


5,.S95,471 


Value. 


$21,081,300 

6,165 

19,890 

15,650 

1,250,560 

150,845 

275,830 

21,500 

282,582 

32,462 

192,811 

17,000 

97,420 

11,848 

9,900 

2,642 

40,000 

20,783 

411,440 

14,754 

27,036 

135,792 

150,000 

142,190 


24,410^400 


180 


ANDREWS*    REPORT    ON 


THE    LAKES. 


Heretofore  the  various  districts  of  collection  have  been  presented 
separately,  with  such  statistics  as  were  attainable  and  deemed  neces- 
sary, in  regard  to  their  respective  trade,  tonnage,  local  resources,  ave- 
nues and  outlets  for  external  communication,  and  for  the  facilities  of 
exporting  and  importing  produce,  merchandise,  &c. 

In  many  cases,  however,  the  establishment  of  tlie  districts  being 
arbitrary,  to  suit  the  conveniences  of  the  custom-house,  and  i'ouuded 
neither  on  geographical  position,  nor  territorial  limits  of  States — so  that 
at  one  lime  characteristics  tlic  most  different  are  presented  in  one  and 
the  same  district,  and  nt  another  many  adjacent  districts  possess  iden- 
tically the  same  qualities  and  facilities — il  hns  been  judged  best,  with 
a  view  to  presenting  a  gener;d  and  com{)rehcnsible  synopsis  of  the  va- 
rious regions,  with  their  several  interests,  trades,  improvements,  and 
reciuirements  of  fiirther  improvement,  to  give  a  cursory  sketch  of  this 
most  interesting  region,  lake  by  lake;  and  thereafter  to  collect  the 
whole  lake  country,  with  its  interests,  and  influence  on  the  cities  of  the 
Atlantic  coast,  and  on  the  increase,  wealth,  and  well-being  of  the  con- 
federacy at  large,  into  one  brief  summary. 

Commencing,  therefore,  from  the  easternmost  terminus  of  the  lake 
country  proper,  and  proceeding  in  due  order  westward,  the  first  to  In? 
mentioned  is 


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LAKE    CHAMPLAIN. 

This  lake  lies  between  the  States  of  Vermont  and  New  York,  on  the 
east  and  west,  and  tor  a  small  distance,  at  the  northern  end,  within  the 
British  province  of  C;niada  East.  Il  is  about  110  miles  in  length  ti-om 
north  to  south,  and  varies  in  width  from  half  a  mile  to  14  miles,  with 
a  depth  of  water  varying  from  54  to  282  feet.  Its  priu'  '  U'eders 
are  the  outlet  of  Lake  George,  at  Ticonderoga,  the  rivf  ;iranac, 
Chazy,  Au  Sable,  Missisipioi,  Winooski,  and  Wood  and  otiici  creeks. 
Its  outlet  is  by  the  Sorel,  Richelieu,  or  St.  Jolin's  river,  into  the  St. 
Lawrence,  some  45  miles  below  Montreal. 

The  New  York  and  Vermont  shores  of  this  l;:ke  are  of  a  character 
the  most  opj)osite  imaginable,  that  to  the  eastward  being  f<)r  the  most 
part  highly  cultivated,  li^-rtile,  and  well  settled,  with  graziijg  and  dairy 
farms,  furnishing  supplies  for  a  thriving  business  in  produce;  while  the 
counties  of"  New  York  to  the  westward,  wild,  rocky,  barren,  and  rising 
into  vast  mountains  intersected  by  lakes,  with  littlle  or  no  bottom  lands 
and  intervales,  sends  down  lumber  and  iron  in  vast  quantities;  above 
ten  thousand  tons  of  iron  ore,  nine  thousand  of  bloom  and  bar,  an»l 
nearly  three  thousand  of  pig-iron,  having  passed  down  the  lake  and 
entered  the  Champlain  canal  in  1851. 

There  is,  moreover,  a  large  lumber  trade,  partially  from  Canada, 
passing  down  this  lake  and  canal,  to  the  amount  last  year  of  116 
millions  of  feet. 

The  whole  value  of  the  commerce  of  Lake  Champlain  was,  for  1846» 
about  eleven  millions;    for  1847,  seventeen;   and  lor   1851,   above 


It 

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COLONIAL  AND   LAKE    TRADE. 


181 


Si 


twenty-six  millions  of  dollars.  Its  licensed  tonnage  for  the  same  year 
was  8,130.  The  avenues  and  outlets  of  this  lake  trade  are  the  Chatnbly 
canal,  and  Sorel  river  improvements,  to  the  St.  Lawrence  river,  affbid- 
ing  a  free  navigation  up  or  down  the  lakes  from  the  Sault  Ste.  Marie 
to  the  Gulf  of  St.  Lawrence;  and  the  Champlain  canal,  uniting  at 
Waterfbrd  with  the  Erie  canal  and  Hudson  river,  and  thence  giving 
access  to  the  port  of  New  York  and  the  Atlantic  ocean ;  the  Ogdens- 
burg  railroad,  Irom  a  fine  port  on  the  St.  Lawrence,  crossing  the  upper 
end  of  the  lake,  to  Burlington,  where  it  makes  a  junction  with  the 
Rutl.'ind  and  Vermont  Central  railroads,  and  so  proceeds  to  Boston  and 
the  eastern  harbors  of  the  Atlantic;  and  the  Whitetiall  railroad  by 
Ballstou  to  Troy,  whence  it  has  communication,  via  the  Harlem  and 
Hudson  River  railroads,  with  the  city  of  New  York — vast  facilities  for 
transportation,  to  which  may  be  added  all  the  advantages  for  vessels 
ascending  the  lakes,  and  coasting,  possessed  individually  by  each  of 
the  regions  lying  above  it,  on  the  St.  Lawrence  basin. 


m 


LAKE    ONTARIO. 


This  lake  is  180  miles  in  length  by  40  miles  in  average  width ;  its 
mean  depth  is  500  feet,  hs  height  above  the  sea  232,  and  its  area  6,300 
square  miles;  its  principal  alHuent  is  the  outlet  of  the  superfluous 
waters  of  all  the  great  upper  lakes,  by  the  Niagara  Falls  and  river. 

Its  only  tributaries  of  any  consequence  are,  I'rom  the  Canadian  side 
the  Trent  and  Credit,  and  from  the  State  of  New  York  the  Black  river, 
tlie  Oswego,  and  the  Genesee.  Its  natural  outlet  is  by  the  channel  of 
the  St.  Lawrence,  through  the  thousand  isles,  and  down  a  steep  de- 
scent, broken  by  many  rapids  and  chutes,  to  Montreal;  and  thence 
witliout  further  difficulty  to  the  ocean. 

The  shores  of  this  lak*  on  both  sides,  but  more  especially  on  the 
soutiiern  or  New  York  coast,  combine  perhaps  the  most  populous, 
thickly-settled,  and  productive  agricultural  regions  of  the  United  States, 
interspersed  at  every  few  miles  of  length  by  fine  and  flourishing  towns, 
and  beautiful  villages,  resting  upon  a  wheat  country — thatof  G(>uesee — 
inferior  to  few  in  tiie  world  ti)r  the  productiveness  of  its  soil,  and  the 
quality  of  its  grain,  and  a  fruit  or  orchard  country  not  easily  surpassed. 
It  hiis  also,  bordering  on  its  southern  shore,  the  most  valuable  and 
largely  exploited  salt  district  of  the  United  States;  while  all  the  regions 
adjoining  it  possess  rare  advantages  in  their  admirable  system  of  in- 
ternal communieation,  and  especially  in  the  Erie  canal,  running  nearly 
parallel  to  the  lake,  through  then"  whole  length  for  a  distance  of  three 
hundred  and  sixty-three  miles  from  Buffalo,  on  Lake  Eric,  to  Albany, 
on  tlie  Hudson  river.  1'he  abundant  water-power  aflinded  by  the 
rivers  falling  into  this  side  of  the  lake  is  turned  to  mueli  profit  f()r  the 
flouring  both  of  domestic  and  in^ported  grain,  for  transhipment  by  canal 
l()r  New  York  and  the  Atlantic  harbors. 

The  avenues  and  outlets  of  the  lake  are  as  follows: 

It  is  united  with  Lake  Eri(;  by  the  Welland  canal,  round  the  Falls 
of  Niagara,  capable  of  admitting  vessels  of  twenty-six  feet  beam,  one 
hundred  and  thirty  fi^et  over  all,  and  nine  feet  draught — the  heaviest 
that  can  be  carried  across  the  flats  of  Lakes  St.  Clair  above,  and  St. 


fs  I 


' 


1^ 


182 


ANDREWS*    REFURT   ON 


Peters  below — and  equal  to  the  stowage  of  three  thousand  barrels  under 
deck. 

With  the  Gulf  of  St.  Lawrence  it  has  communication  by  the  La- 
chine,  Boauharnois,  Cornwall,  and  Williamsburg  canals,  of  superior 
capacity  even  to  those  on  the  Wclland,  constructed  to  admit  the  large 
lake  steamboats  plying  between  Montreal,  Kingston,  and  Ogdensburg. 
Besides  these,  it  has  the  Oswego  canal,  falling  into  the  Erie  canal  at 
Syracuse ;  and  the  Ogdensburg  and  the  Oswego  and  Syracuse  railways, 
uniting  with  the  Albany  and  Buffalo,  Great  Western,  Hudson  river, 
and  Vermont  system  of  railways,  having  ramifications  through  all  the 
New  England  States,  and  opening  up  to  it  free  access  to  all  the  more 
important  harbors  on  the  Atlantic. 

In  addition  to  these  direct  outlets,  it  of  course  incidentally  possesses 
all  those  opening  from  Lake  Champlain. 

The  value  of  the  commerce  of  this  lake  for  1851  amounted  to  about 
thirty  millions,  and  its  hcensed  tonnage  to  thirty-eight  thousand  tons. 
The  first  steamer  was  launched  on  this  lake  in  1816. 

LAKE    ERIE. 


^  ■  t 
11 


This  lake,  which  lies  between  41°  22'  and  42°  52*  N.  latitude,  and 
78°  55'  and  83°  23'  W.  longitude,  is  elliptical  in  shape ;  about  265  miles 
in  lengtii,  50  average  breadth,  120  teet  mean  depth,  and  565  feet  above 
tide-wnter ;  322  above  the  level  of  Lake  Ontario,  52  below  that  of 
Lakes  Huron  and  Michigan  ;  being  the  shallowest,  and,  of  consequence, 
most  easily  frozen,  of  all  the  great  lakes. 

Lake  Erie  is  singularly  well  situated  with  regard  to  the  soil,  char- 
acter, and  commercial  advantages  of  the  countries  circumjacent  to 
its  waters  ;  having  at  its  eastern  and  southeastern  extremity  the 
fertile  and  populous  plains  of  western  New  York ;  west  of  this,  on  the 
southern  shore,  a  portion  f)f  Pennsylvania,  and  thence  to  the  river 
Maumee,  at  the  western  extremity  of  the  lake,  the  whole  coast — pro- 
ductive almost  beyond  comparison — of  Ohio,  containing  the  beautiful 
and  wealthy  cities  of  Cleveland,  Sandusky,  and  Toledo.  On  the  west 
it  is  bounded  by  a  portion  of  the  State  of  Michigan,  and  on  the  north 
by  the  southern  shore  of  the  rich  and  highly  cultivated  peninsula  of 
Canada  West — undoubtedly  the  wealtliiest  and  best  farmed  district  of 
the  Canadian  province,  and  settled  by  an  energetic,  industrious,  and 
intelligrnt  population,  mostly  of  North  of  England  extraction  and  habit, 
and  diflering  as  widely  as  can  be  conceived  from  the  French  and  Irish 
agriculturists  of  the  lower  colony. 

The  whole  of  the  country  around  Lake  Erie  is,  to  speak  in  general 
terms,  level,  or  very  slightly  rolling,  with  a  deep,  rich,  alluvial  soil, 
covered  in  its  natural  state  with  superb  lorests  of  oak,  maple,  hickory, 
black  walnut,  and  in  certain  regions  pine,  and  producing  under  culti- 
vation magnificent  crops  of  wh(;at,  corn,  barley,  and  oats,  besides  feed- 
ing annually  vast  multitudes  of  swine  and  l)eet-cattle  ibr  the  eastern, 
pnnincial,  and  transatlantic  marts.  No  equal  amount  of  land,  perhaps, 
on  the  face  of  the  globe,  contains  fewer  sterile  or  marshy  tracts,  or  more 
soil  capable  of  high  cultivation  and  great  productiveness,  than  this 
region — as  is  already  evidenced  by  its  large  agricultural  exports ;  and 


COLONIAL   AND   LAKE    TRADE. 


183 


n 


when  it  is  considered  that  the  portions  under  cultivation  are  as  yet 
comparatively  a  small  part  of  the  whole,  while  none  has  probably  been 
yet  brought  to  the  utmost  limit  of  profitable  culture,  what  it  may  one 
day  become,  is  as  yet  wholly  incalculable. 

This  lake  has  few  islands,  and  these  principally  toward  the  western 
end ;  but  on  tlie  northern  shores  it  has  three  considerable  promonto- 
ries— Long  Point,  Landguard  Point,  and  Point  au  Pele — which  do 
not,  however,  afford  much  shelter  to  shipping. 

The  tributaries  of  this  lake  are :  From  Canada  the  Grand  river,  a 
stream  of  considerable  volume,  with  fine  water-power,  having  at  its 
mouth  the  harbor  of  Port  Maitland,  probably  the  best  on  the  whole 
lake,  and  the  only  one  worthy  of  note  on  the  Canada  side.  From  New 
York  it  receives  the  Cattaraugus  creek,  and  the  Buffalo  creek,  at  the 
outlet  of  which  is  the  nourishing  city  and  fine  harbor  of  Buffalo.  From 
Ohio  it  is  increased  by  the  waters  of  the  Maumee,  Portage,  Sandusky, 
Vermillion,  Black,  Cuyahoga,  Grand,  Ashtabula,  and  Conneaut  rivers, 
and  by  those  of  the  Elk  and  some  other  small  streams  from  Pennsyl- 
vania. Infinitely  its  largest  and  most  important  affluent  is,  however, 
the  wide  and  deep  river  of  Detroit,  which,  flowing  down — with  a  rapid 
stream  and  mighty  volume  of  water — a  descent  of  62  leet  in  some  60 
mih^s,  pours  into  it  the  accumulated  surplus  of  the  three  mighty  lake* 
above  it,  and  all  their  tributary  waters. 

Its  natural  outh't  is  the  Niagara  river,  which,  with  an  average  width 
of  throe  (luarter.s  of  a  mile  and  a  drplh  of  t()rly  feet,  descends,  in  about 
35  miles,  322  feet  over  the  foaming  rapids  and  incomparable  cataract 
of  Ni;ig!ira,  which  of  course  prevents  the  possibility  of  navigation  or 
flotulioii  down  the  stream,  tliougli  it  is  crossed  at  several  points  by  fer- 
ries of  various  kinds. 

Lake  Eric,  however,  is  coimectcd  with  Ontario  by  the  Wdland 
canal,  a  noble  work  on  the  Canadian  side,  having  a  descent  of  334  feet 
efieclfd  by  means  of  37  locks,  and  j)assable  fiom  lake  to  lake  by  ves- 
sels of  134  feet  over  all,  26  feet  beam,  and  9  feet  draught,  stowing 
3,000  barrels  under  deck. 

By  means  of  tliis  fine  improvement,  it  has  free  egress  to  Lake  On- 
tario, ;ui(l  thence  to  the  St.  Lawrence ;  and  by  the  various  improve- 
ments of  that  river,  and  communications  from  Ontario  and  Champlain, 
to  many  points,  as  herel(jt()re  enumerated,  on  the  Atlantic  seaboard. 

The  artificial  outlets  of  this  lake  are  very  numerous,  and  no  less  im- 
portant ;  many  of  them  already  of  considerable  age,  and  reflecting 
much  credit  on  the  early  energy  and  enterprise  of  the  State  of  New 
York,  by  which  they  were  principally  constructed,  in  order  to  secure  a 
precedence  in  the  trade?  of  the  great  West. 

Thi'sc  are,  ♦he  Wclland  canal,  as  described ;  the  Erie  canal, 
connecting  the  waters  of  Lake  Erie  with  the  Hudson  river,  and  thus 
by  direct  navig;uion  with  the  Atlantic  ;  the  Erie  and  Beaver  canal, 
from  Erie,  Pennsylvania,  to  Beaver,  on  the  Ohio,  aflording  access  to 
Pittsburg  and  Cincinnati ;  the  Ohio  canal,  connecting  it  with  the  Ohio 
river  at  Portsmouth,  one  hundred  miles  above  Cincinnatti,  and  again  (by 
a  branch  to  Beaver)  with  the  same  river  about  f()rty  miles  below  Pitts- 
burg; the  Erie  and  Miami  canal,  from  Toledo  to  Cincinnati;  and  the 
Wabash  canal,  connecting  the  Miami  and  Erie  with  the  Ohio  at  Evans- 


^1 


m 


m\ 


184 


ANDREWS     nEPOIlT    ON 


,li 


:!: 


(  f 


ville,  in  Indinnn  ;  and  with  the  Wabash  river  navigation  at  Lafayette-, 
in  the  same  State. 

For  land  steam  transportation  it  has  the  New  York  Central  railway 
to  Albany,  wiiere  it  communieatrs  with  the  Great  Western,  Hudson 
river,  Harlem,  Hoasatonie,  and  all  the  eastern  railroads  ;  the  Btiflldo 
and  Corninii;  and  New  York  railroad,  eonnceting  at  Hornelsville  and 
Corning  witli  the  Erie  railroad,  direet  from  Dunkirk  to  New  York  city, 
and  the  projected  BuHiilo  anti  IJrantlbrd  railway  to  Branlliml,  Canada 
West.  It  has,  again,  through  the  State  of  Ohio,  the  Cleveland  and  Co- 
lumbus railwa}',  the  Cohmibus  and  Xenia  railway,  and  the  Little  Mi- 
ami railway,  to  Cincinnati ;  the  Sandusky  and  Mansfield  railway,  con- 
necting with  the  Cleveland  and  Columbus  road  at  Shelby  ;  the  Madison 
and  Lake  Erie  railroad,  from  Sandusky  city  to  Springfiekl.  and  theneo 
by  the  Little  Miami  railroad,  in  one  connexion,  and  by  the  Creat  Mi- 
ami railroad  (the  Ciaeinnafi,  Hamilton  and  Dayton  road)  in  .inother,  to 
Cincinnati ;  and  the  Lake  Shore  railway,  destined  to  be  (■•.ir.'icd  to  To- 
ledo, where  it  will  connect  with  the  Michigan  Southern  lailroad  to  the 
head  of  Lake  Miejiigan  and  to  Detroit,  whene(  it  will  '  ivr  ;iccess  to 
New  Builido  and  (Chicago,  and  ultimately  to  (Jai  n;i  an.l  ilic  ^Jissis- 
sippi,  and  Fond  du  Lac,  Winnebago,  and  (Iri'cn  Bay,  on  Lake  Mich- 
igan. 

The  estimated  value  of  the  commerce  of  Lake  Erie  is  $JJl)5),712,/320. 
But  it  is  difticult  to  define  accurately  between  the  lakes,  so  closely  is 
their  trade  intermingled. 

The  licensed  tomia^e  of  the  lake  is  138,852  tons,  of  which  u  large 
and  increasing  proportion  is  steam. 

LAKE    ST.    CLAIR. 

This  small  lake,  which  forms  the  connecting  link,  by  means  of  the  St. 
Clair  and  Detroit  rivers,  between  Lakes  Huron,  Michigan,  and  Erie,  is 
but  an  inconsiderable  sheet  of  water  if  coni|)ared  with  the  vast  inland 
seas  above  and  below  it,  not  exceeding  twenty  miles  in  length  by  thirty 
in  width.  It  has  an  average  depth  of  twenty  li'et  of  water,  although  its 
mud  flats  between  Aluonac  and  the  embou'iiure  of  the  Tham<'s  river 
are  extremely  shoal,  covered  with  luxuriant  crops  of  wild  rice,  and 
navigable  only  Iw  a  shallow  and  tortuous  channel,  never  capable  of  ad- 
mitting above  nin(^  and  in  dry  s<'asons  not  more  th;u»  seven  or  eight  feet 
burden.  It  receives  fiom  the  Canadian  shore  the  ThairM's  river,  with 
some  smaller  streams,  the  principal  of  which  is  the  Clienail  Ecarte;  and 
from  Michigan  the  riv(.'r  Clinton,  at  the  mouth  of  which  is  Mt.  CMenients, 
which  with  Algonac,  at  the  outlet  of  the  St.  Clair,  its  principal  atlluent, 
are  the  only  siiipj)ing  places  on  its  waters. 

At  the  upper  end.  Lake  St.  Clair  is  filled  with  many  large,  low  islands, 
some  of  them  bearing  such  trees  as  love  the  waters  ;  those  being  (capable 
of  some  degree  of  cultivation,  and  others  mere  flats,  covered  with  wild 
meadows,  affording  rank  grass  as  their  sole  pnxluclion.  From  the  prin- 
cipal cliannel,  looking  toward  the  Canadian  coast,  the  whole  exj)anse  of 
the  lake,  ihr  many  miles'  distance,  resembles  a  vast  morass  of  the  waving 
wild  rice,  intersected  by  small  winding  bayous ;  close  to  the  Can.adian 


COLONIAL   AND    LAKE    TRADE. 


185 


fihorp,  liovvovcr,  there  is  nnotlier  pass  from  the  mouth  of  the  Tliamcs 
lakcwjird. 

This  hike  has  httle  commerce  proper  to  itself  beyond  the  sah^  of 
wood,  Ihiit,  vegetabU's,  and  supphes  for  passing  steamers  and  sailing 
craft,  although  some  ship  building  is  done  on  its  waters,  and  the  largest 
steainboiit  running  on  the  lakes  launched  upon  ihem. 

No  sepnrate  returns  of  the  small  shipping  ])laees  in  the  district  of  De- 
troit having  b(!en  made  since  1847,  it  is  impossible  even  to  ap[)r()ximato 
th(!  trade  of  Lake  St.  Clair;  but  when  it  is  considered  that  the  whole 
business  of  the  upper  lakes,  including  the  prosperous  towns  and  im- 
nicasunihly  w(?althy  back  countries  on  bolii  sides  of  Lake  Michigan, 
and  all  )hi;  mineral  regions  of  Lakes  Huron  and  Superior,  pass  through 
this  outlet,  it  cannot  but  appear  at  a  glance  how  vitally  necessary  is  the 
action  of  (Congress  f()r  the  removal  of  the  obstiuctions  in  Lake  Si.  Clair 
nnd  Lake  St.  (Jeorge,  and  the  construction  of  a  ship  canal  around  the 
Saull  Ste.  INIiirie;  nor  can  it  fail  to  strike  every  one  who  compares  the 
apathy  of  the  Ameri(;an  government,  in  opening  the  navigation  of  the 
upper  hikes  and  the  St.  Lawrenc(N  with  the  energy  and  earnestness  dis- 
play<'d  by  the  British  and  Provincial  authorities  in  coiuiuering  the  far 
superior  obstacles   presented  to  navigation  on  its  lower  waters,  and  in 

Kertl'cting  a  liee  ingress  and  egress  from  the  ports  of  Lakes  Huron  and 
lichigiui  to  the  tide- waters  of  the  Atlantic  ocean. 
The  connnerce  of  all  the  lakes  to  the  northward  and  westward  of 
L.'ike  Erie  has  an  estimated  value  of  above  sixty  millions  of  dollars, 
with  a  licensed  toiuiage  of  nearly  thirty  thousand  tons  of  steam  and 
sail — a  wonderful  amount,  when  the  brief  period  of  the  existence;  of  this 
trade,  and  of  the  States  themselves  which  lurnish  it,  is  taken  into  con- 
sideration. 


5' 


i 


<-■  !J 
il 

n 


LAKE    HURON. 


This  su[)erb  sheet  of  water  lies  between  Lake  Superior  on  the  north- 
west. Lade  Michigan  on  the  southwest  and  west,  and  Lakes  Erie  and 
Ontario  on  the  south  and  southeast.  It  is  two  hundred  and  sixty  miles 
in  length,  and  one  hundred  and  sixty  in  breadth  in  its  widest  part,  in- 
clusive ol'the  (Jeorgian  bay,  a  vast  expanse — almost  a  sep;,  -■■;  lake — 
divided  from  it  by  the  nearly  continuous  chain  of  promoi.  ory  and 
islands  l!>rmed  by  the  great  peninsula  of  Cabot's  Head,  the  Manitoulin, 
Coekburn,  and  Drummond  groups,  up  to  Point  de  Tour,  the  eastern- 
most cape  of  northern  Michigan.  It  is  said  to  contain  thirty-two  thou- 
sand islands,  principally  along  the  northern  shore  and  at  the  north- 
western end,  varying  in  size  from  mere  rocky  reefs  and  pinnacles  to 
large  and  cultivable  isles.  The  surface  of  Lake  Huron  is  elevated  five 
hun<hed  and  ninety-six  feet  above  the  surfiiee  of  the  Atlantic,  and  de- 
pressed fiirty-five  below  that  of  Lake  Superior,  and  four  below  that  of 
Michigan.  Its  greatest  depth  is  one  thousand  feet,  near  the  west  shore. 
Its  mean  depth  is  nine  hundred  feet. 

It  is  bounded  on  the  north  and  east  by  the  Canadian  shore,  which, 
above  (loderieh,  is  bold  and  rocky,  carrying  a  great  depth  of  water  to 
the  base  of  the  iron-bound  coast,  with  an  interior  country  which  may 
be  generally  described  as  a  desolate  and  barren  wilderness. 


■n 


I 


rl 


186 


ANDREWS*    REPORT   ON 


VI 


'Hi 


At  thn  southern  extremity  of  the  Great  Georgian  bay,  whence;  tliero 
is  a  portage  via  Lake  Siiieoe  to  Toronto,  not  exciHuHng  a  hundred 
inih;d  in  length — the  future  hue  of  a  projected  railway — is  the  small 
naval  and  military  station  of  Penetanguishine,  with  some  unimportant 
Canadian  settlements  on  the  river  Wye,  Nottavvasanga  hay,  Owen's 
sound,  &c.,  and  on  the  islands  wtistward  of  it  some  consi(leral)le  reserves 
of  Chippewa  and  I'ottawatomie  Indians.  Far  up  the  northern  shore 
are  tlie  Bruce  mines,  under  the  Lacloche  mountains,  and  oppfisite  to 
them  the  settlement  on  the  fertile  and  partially  cultivated  island  of  St. 
Joseph.  These  are  all  the  signs  of  cultivation  or  improvement  on  the 
British  side,  below  the  river  St.  Mary's,  on  which  there  is  a  long, 
straggling  village,  with  a  lort  or  station  of  the  Hudson  Bay  Comjjany, 
over  against  the  American  village  at  the  Sault.  On  the  west  it  has  the 
eastern  coast  of  Michigan,  with  the  deep  indentation  of  Saginaw  bay, 
as  yet  tiiinly  settled  and  only  cultivated  to  a  Ihniled  degree,  though  the 
lands  of  the  interior  are  of  unsurpassed  excellence  and  tcrlility  as  a 
grain  country,  and  at  the  present  time  extremely  valuable  lor  their  fine 
lund)er. 

Lake  Huron  is  ill-provided  with  natural  harbors,  having  none  on  the 
eastern  shore,  except  that  aHorded  by  the  tMitrance  of  a  small  river  at 
Goderich,  between  the  St.  Clair  river  and  Cape  Hurd,  on  Cabot's  Head. 
The  western  shore  has — though  somewhat  better  j)rovided — only  two 
or  three  sali^  places  of  shelter  in  heavy  weather,  the  principal  nnd  best 
of  which  are  Thunder  bay  and  Siiginaw  bay,  the  latter  ot  which  con- 
tains several  secure  and  conunodious  havens.  This  lake  has  no  out- 
lets of  any  kind  t()r  its  commerce,  except  the  natural  channel  lA'  its 
waters,  by  the  river,  and  across  the  ilats  of  St.  Clair  to  the  edslward — 
no  canal  or  railroad  as  yet  opening  on  its  shores;  though  it  will  cer- 
tiiiniy  not  be  many  years — perha[)s  not  many  months — bcliirc  the  great 
Western  railroad  through  Canada  will  oj)en  to  it,  via  IVnetanguishine, 
Hamilton,  and  the  Niagara  Falls  and  Buflido  railways,  a  direct  niid 
very  short  communication  with  the  Atlantic  seaboaril — making  a  saving 
of  above  six  hundred  miles  of  distance  from  the  Saidt  Ste.  M;nie.  Jiy 
the  straits  of  Mackinaw  it  has  an  outlet  to  the  southward,  into  Lake 
Michigan,  and  enjoys  through  it  communication,  via  Green  bay  and  [jiike 
Winnebago,  the  Fox  and  VVisconsin  rivers,  with  the  Mississipi)i  and  tlio 
Gulf  of  Mexico. 


LAKE  MICHIGAN. 

This,  which  is  second  of  the  gre;it  hikes  in  size — inferior  oidy  to 
Lake  Superior — is,  in  situation,  soil,  and  climate,  in  many  respects, 
prelljrable  to  them  all.  Its  southern  extremity  ruimiug  southward,  into 
fertile  agricultural  regions,  nearly  two  degrees  to  ila;  south  of  Allmy, 
and  the  whole  of  its  irreat  southern  peninsula  being  embosomed  in  fresh 
water.;,  its  climate  \  'he  southward  is  mild  and  equable,  as  its  soil  is 
rich  and  productive.  t  lies  between  41°  ,08' and  40''  north  latitude, 
and  84^  40'  and  87^  8  west  longitude ;  is  300  miles  in  length,  and  00 
in  average  breadth ;  contains  10,981  squiure  miles,  and  has  a  mean 
depth  of  900  feet.  On  its  western  shore  it  has  the  great  indentation  of 
Green  bay,  itself  equal  to  the  largest  European  lakes,  being  a  hundrexl 


COLONIAL   AND   LAKB    TRADE. 


187 


miles  in  length,  by  thirty  in  breadth,  well  shehercd  at  its  mouth,  by 
the  Tniverse  islands,  and  having  t()r  its  principal  afllucntthc  ijutht  of 
Lake  Wiimihngo  and  the  Fox  river. 

The  other  princii)al  tributaries  of  Lake  Michigan  are  the  Manistee, 
Maskegon,  Grand,  Kalamazoo,  and  St.  Joseph  rivers,  from  thesoutlK^n 

f)eiuiisula  of  Michigan  ;  the  Des  Plaines,  0'1'laines,  andChiciigo  riverg 
roni  Indiana  and  Illinois  ;  and  from  the  northern  iK-ninsulaof  Mi(;higan, 
the  Menomonie,  Escanaba,  Noquet,  Whitu-fish,  and  Manistee  rivers. 

The  lake  is  bounded  to  the  eastward  by  the  rich  and  fertile  lands  of 
the  southern  peninsula  of  Michigan — sending  out  vast  supplies  of  all 
the  cereal  grains — wheat  and  maize  especially — equal  if  not  superior 
in  quality  to  any  raised  in  the  United  States ;  on  the  south  and  south- 
west by  Indiana  and  Illinois — supplying  corn  and  beef  of  the  finest 
auality,  in  superabundance,  l()r  exnortation  ;  on  the  west  by  the  pro- 
uelive  grain  and  grazing  lands  and  lumbering  districts  of  Wisconsin  ; 
and  on  the  northwest  and  north  by  the  invaluable  and  not  yet  half- 
cxphaed  mineral  districts  of  northern  Michigan. 

The  natural  outlet  of  its  commere(>,  as  of  its  waters,  is  by  the  straits 
of  Mackinac  into  Lake  Huron,  and  thence  by  the  St.  Clair  river  down 
the  St.  Lawrence,  or  any  of  internal  improvements  of  the  lower  lakes, 
and  the  States  hcreinbetijre  described. 

Of  internal  communications  it  already  possesses  many,  both  by  canal 
and  railroad,  ecjual  to  those  of  almost  any  of  the  older  States,  in  length 
and  avuilabihty,  and  interior  to  none  in  importance. 

First,  it  has  the  Green  bay,  Lake  Winnebago,  and  Fox  river  im- 
provement, connecting  it  with  the  Wisconsin  river,  by  which  it  has 
access  to  the  Mississippi  river,  and  thereby  enjoys  the  commerce  of  its 
u|)per  valleys,  and  its  rich  lower  lands  and  prosperous  southern  cities  ; 
and  second,  the  Illinois  and  Michigan  canal,  rendering  the  great  corn 
valley  of  the  Illinois  tributary  to  its  commerce.     By  railways,  again, 

})erreet(>d  or  |)rojecled,  it  has,  or  will  shortly  have,  connexion  with  the 
^lississippi,  in  its  upper  waters  and  lead  regions,  via  the  Milwaukie  and 
Mississippi  and  the  Chicago  and  GaU'na  hues.  To  the  eastward,  by 
the  Michigan  Central  and  Southern  railntads,  it  communicates  with  the 
Lak(!  Shore  road,  and  thence  with  all  the  eastern  lines  from  Buffalo  to 
Boston;  and  to  the  southward  it  will  speedily  be  united,  by  the  great 
system  of  projected  railroads  through  Illinois  and  Indiana,  to  th(>  Mis- 
sissippi and  (>l)io  river. 

It  is  impossible  not  to  be  convinced,  on  surveying  the  magnificent 
system  of  internal  improvements  so  energetically  carried  out  by  these 
still  young,  and,  as  it  were,  embryo  Stat(;s,  that  if  they  were,  in  a 
degree,  anticipatory  of  their  immediate  means  and  resources,  they  were 
not  really  in  advance  of  the  requirements  of  the  age  and  country. 
This  is  sufficiently  proved  by  their  triumphant  success,  and  by  the  high 
position  of  population,  civilization,  agricultural  and  commercial  rank 
to  which  they  and  they  alone  have  raised,  as  if  by  magic,  the  so  lately 
unexplored  and  untrodden  wildernesses  of  the  west. 

By  the  strong,  deep,  and  rapid  river  of  St.  Mary's,  with  its  broad 
and  tbaming  Sault,  Lakes  Michigan  and  Huron  are  connected  with  what 
may  be  called  the  headmost  of  the  great  lakes,  though  itself  the  recipi- 
ent of  the  waters  of  a  line  of  lakes  extending  hundreds  of  miles  further 


II 


I  •-  > 


m 


»i 


I 


188 


ANDREWS'    KEPOilT    ON 


[Ml 

h 

i 


w 


to  tlin  norlhwofilward,  though  utniavigahlo  except  to  tlin  cnnors  of  the 


savage 


LAKE  SUPEIIIOR. 


Ii!ik(<  Superior  is  houuiled  on  the  south  hy  the  northern  peninsula  of 
Miehii'an  and  j)art  of  VViseonsin,  on  the;  west  and  northwest  hy  a  por- 
tion ol  the  A[iiniesola  Territory,  and  on  the  north  and  northeast  hy  the 
British  possessions.  The  huids  iinnieihatcly  adjoining  it  are,  tiir  thn 
most  |)art,  sterile,  harren,  and  rugged  heyond  dt'seription,  eonsistiug,  (()r 
the  most  part,  on  th(>  southern  shore,  ot  detrilal,  and  on  the  northern,  of 
igneous  roeks,  covered  with  a  sparse  and  stunted  growth  of  pines  nnd 
other  evergrer'us,  mixed  with  the;  feehh-  northern  vegetation  of  hireh, 
aspen,  and  other  dec.-ithious  trees  of  th(»se  regions.  Litth' of  ih<' shores, 
it  IS  l»eiieved,  arc  susceptible  of  cultivation  ;  and  it  is  likely,  when 
these  wild  districts  heeome — as  they  one  day  will,  beyond  doubt — tho 
aval  of  ii  l,-u'g(<  laborious  po|)ulalion,  thiit  its  inhabitants  will  depend 
mainly  tiir  then*  supplies  of  lixtd  and  necessaries,  as  (»f  luxuries,  on  the 
more  genial  regions  to  the  south  atid  eastward.  The  tributary  rivers 
of  this  lake  are  tnimerous,  and,  bringing  down  a  large  volume  of  water, 
alflird  superabundant  water-power  li)r  matuifactories  the  nxtst  extensive 
in  the  world,  though,  from  their  precipitous  descent  and  numerous 
liills  ;md  chutes,  they  can  never  be  rendered  n.-ivigable  li»r  more 
than  a  ti'w  mill's  ubove  their  mouths  ex(!(>pt  llir  canoes;  and  even  for 
these,  owing  to  the  munber  and  dilliculty  of  the  portJiges,  the  ascent  is 
laborious  in  the  extreme. 

That  these  regions  will,  at  no  very  distant  future  period,  be  largely, 
if  never  densely,  peopled,  niay  be  held  certain,  since,  fntni  the  east  t(» 
the  west  the  whole  southern  shore  aboutids  with  copper — not,  as  it  is 
generally  fiuind,  in  ore  yielding  a  flnv  per  cent.,  but  in  vast  veins  of 
almost  virgin  metal,  the  extent  of  which  is  yet  unexplored,  as  it  is 
probably  unsuspected  and  incalculable.  So  long  ago  as  wherj  tho 
French  Jesuits  discovered  these  remote  and  desolate  regions,  early  in 
the  seventeenth  century,  these  mines  were  known  and  worked  by  the 
Itidians,  who,  at  that  time,  possessed  implements  and  ornaments  of 
copj)er.  'J'hey  concealed,  how(!ver,  the  situation  of  these  mines  with  ii 
superstilif)us  mystery;  and  as  instruments  and  weaj)ons  of  iron  and 
steel  w(!re  introduced  among  them  by  the  white  man,  the  use  ofcopiu-r 
It'll  into  ;d)eyance,  and  the  existence  of  the  mines  themselves  was  lost 
in  oblivion. 

Within  a  fi'w  years  there  have  been  rediscovered  several  mines- 
some  of  which,  and  those  by  no  means  the  least  productive,  have  been 
discovered  within  a  year  or  two  of  this  date — which  are  now  in  the 
full  current  of  successful  exploitation.  Many  more  are  doubtless  yet 
to  be  discovered,  as  the  whoh^  region  is  evideiillv  one  vast  bed  of  sJib- 
terraneous  treasure.  The  isles  Itoyale  and  JMichipicoton  are  also, 
beyond  (juestion,  full  of  copper,  as  are  portions  of  the  British  coast  to 
the  nf)rthward,  wlicre  two  or  three  mining  stations  have  been  already 
established,  with  mon;  or  less  prospects  of  success.  The  grounds  of 
these  prospects,  and  the  cliaracter  of  the  country  and  its  mineral  depos- 
ites,  are  very  ably  and  graphically  described  in  the  interesting  memoir, 
by  Dr.  Jackson,  on  the  geology,  mineralogy,  and  topography  of  Lake 


COLONIAL    AND    LAKB    TRADE. 


189 


the 


:.  of 

|)()r- 

the 

the 

I  l()r 

II,  of 

liiiid 


Superior,  wliich  in  appmdrd  fo  tliis  rrport,  iind  wliichi  il  i»  IxjUoved, 
coiitairi.s  most  corrrci  and  viduahlt!  irif!)rinati(>n. 

Ah  ycti  Ix-yoiid  the*  iniiiiti^  statioiiH  and  tlu;  village  nt  tlir  Rault,  Lriko 
Superior  lias  no  towns  or  places  of  business  «'xeept  tlu;  points  liir 
Hliip|)ini(  tne  mineral  ()ro(lu(.'ts  of  lier  8oil,  and  receiving  the  supplies 
necessary  to  the  8ul)sistenc(!  of  the  men  and  animals  employed  in  I  he 
exploitation  of  her  treasures.  Nor  beyond  this  has  she  any  trade,  un- 
h'ss  it  l)c  the  <'xporlaiion  of  lii-r  while-lish  and  lak(j  trout,  vvhieli  arc 
une(|nalled  liy  any  fish  in  the  world  for  exceUenee  of  flavor  and  nu- 
tritious ([iialilies. 

The  only  inlet  l()r  merchandise,  or  outlet  for  tli(^  produce  of  this  vast 
lake,  and  the  wide  regions  dependent  on  it,  is  the  portage  around  the 
Sault,  across  which  every  article  has  to  \n'  transportcti  at  prodigious 
labor  and  expense; ;  whertNis,  by  a  little  less  exclusive  devotion  to 
what  are  deemed  th(>ir  own  immediate  interest,  on  tlu;  part  of  the 
individual  States  of  the  Union,  and  a  little  more  activity  and  enler- 
pris(!  on  that  of  the  general  govermiKait,  an  easy  channel  might  bo 
constructed  at  an  expense;  so  trivial  as  to  be  merely  nominal,  the  results 
of  which  would  be  advantages  wholly  incalciilabh;  to  the  coiiuneriM;  of 
all  the  several  States,  to  tin;  general  wealth  and  well-being  of  iho 
nation,  and  to  the  almost  immediate  nMnuneration  of  the;  outlay  to  the; 
general  government  by  the;  increased  price  of,  und  douumd  lor,  the 
public  lauds  in  those  regions. 


Cicofnrry,  Minrrn/ogij,  and  Topn>rrapfnj  of  the  Inndiarovnd  LaJcc  Siijurior; 
^(/OiiAKi.KH 'l'.  .Iackson,  M.  i).,  liiti'  I f/i'ifrd  Sltifen  (icolngist  and  Chrm- 
is(,  Assaijrr  In  tfir  Sfiitr.  of  Afassar/iusitfs,  and  late.  (ii:o/oirist  to  l/ir  Statrt 
of'  Mainr,    New  Ilamiishirc,   Jt/iodc   Island,  and  for  the  yuhlic  lands  of 
Mas-Mich  usctts. 

Lake  Superior  is  the  largest  sheet  of  fresh  water  on  the  face  of  tho 
globe,  and  is  the  most  remarkable  of  tin;  great  American  lakes,  not  «)nly 
from  its  magnitude,  but  also  from  the  picturescjue  scenery  of  its  borders, 
and  the  interest  and  value  attaching  to  its  geological  featur*-;.  As  a 
mining  region  it  is  one  of  the  most  important  in  this  country,  and  is  rich 
in  veins  of  metallic  copper  and  silver,  as  well  as  in  the  ores  of  those 
metals.  At  the  present  moment  it  may  be  regiirdeil  as  tlu;  most  valua- 
ble mining  district  in  North  America,  with  the  exception  only  of  the  gold 
dcposites  of  (yalif()rnia. 

This  great  lake  is  comprised  l)etw(;cn  the  4Gth  and  49lli  degrees  of 
north  latitude,  and  the  84th  and  92d  degrees  of  longitude,  west  of 
Oreenwich.  Its  greatest  Kiigth  is  400  miles;  its  width  in  the  middle  is 
100  miles,  and  its  mean  depth  has  been  estimated  at  900  feet.  Its  sur- 
face is  about  600  feet  above  the  level  of  the  Atlantic  ocean,  and  its  bot- 
tom is  300  feet  below  the  level  of  the  sea.  The  ancient  French  .Jesuit 
Fathers,  who  first  explored  and  described  this  great  lake,  and  published 
im  account  of  it  in  Paris  in  1636,  describe  the  form  of  its  shores  as 
similar  to  that  of  a  bended  bow,  the  northern  shore  being  tlu^  arc,  and 
the  southern  the  cord,  while  Keweenaw  Point,  projecting  from  the 


''H 


190 


ANDREWS     REPORT   ON 


1 


I 


I 


r  f 


'M. 


'51 


ilfl 


southern  shore  to  the  middle  of  the  lake,  is  the  arrow.  This  graphic 
description  is  illustrated  by  a  map,  prepared  by  them,  which  display's 
the  geographical  position  of  the  shores  of  tiiis  great  lake  with  as  much 
fidelity  as  most  of  the  common  maps  of  our  own  day,  and  proves  that 
those  early  explorers  were  perfectly  familiar  with  its  shores,  and  knew 
how  to  make  geographical  surveys  with  considerable  exactness.  Refer- 
ence to  a  former  report  to  the  government  of  the  United  States  by  my- 
self, (31st  Congress,  ]st  session,  Ex.  Doc.  No.  5,  part  3d,  Washington, 
1849,)  fullj'^  demonstrat(^s  how  much  was  known  to  the  early  French 
explorers  of  the  geography  and  mineral  resources  of  Lake  Superior 
and  the  regions  circumadjacent ;  and  that  report  will  be  found,  notwith- 
standing some  omissions  and  interpolations,  for  which  I  do  not  hold 
myself  responsible,  to  contain  much  that  will  tend  to  throw  light  on  the 
mineral  resources  of  the  public  lands  lying  along  the  southern  shores  of 
the  lake. 

The  coast  of  Lake  Su[K'rior  is  formed  of  rocks  of  various  kinds  and 
of  different  geological  groups.  The  whole  coast  of  the  lake  is  roek- 
bound,  and  in  some  places  mountain  masses  of  considerable  elevati(jn 
rear  themselves  from  the  immediate  shore,  while  mural  precipices  and 
beetling  crags  oppose  themselves  to  the  surges  of  this  mighty  lake,  and 
threaten  the  unfortunate  mariner,  who  may  be  caught  in  a  storm  upon 
a  lee  shore,  with  almost  inevitable  destruction.  Small  coves,  or  bo;it 
harbors,  are  abundantly  af lorded  by  the  myriads  of  indentations  u})on 
the  rock}'  coast;  and  there  are  a  few  good  snug  harbors  for  vessels  of 
moderate  capacity,  such  as  steamboats,  schooners,  and  the  like.  Isle 
Itiiyale,  though  rarely  visited  by  the  passing  vessels,  affi)r(ls  the  best 
harbors.  Keweenaw  Point  has  two  bays  in  which  vessels  find  shelter, 
viz..  Copper  harbor  and  Eagle  harbor.  Ade(|uate  protection  may  be 
found  from  th«^  surf  under  tiie  lee  of  the  Apostle  islands,  at  LaPointe; 
and  there  is  tolerable  anchorage  at  the  Sault  de  Ste.  Marie,  the  port  of 
embareation  upon  St.  Mary's  river,  at  the  outlet  of  the  lake. 

There  are  but  few  islands  in  Lake  Superior ;  and  in  this  resptM-t  it 
differs  most  remarkably  from  l^ake  Huron,  which  is  thickly  dotted  with 
isles  and  islets,  especially  on  its  northern  shore. 

Owing  to  the  lofty  crags  which  surround  Lake  Superior,  the  winds 
sweeping  over  the  lake  impinge  upon  its  surface  so  abruptly  as  to  raise 
a  peculiarly  deep  and  combing  sea,  which  is  extremely  dangerous  to 
boats  and  small  craft.  It  is  not  sate,  on  this  account,  to  venture  far 
out  into  the  lake  in  batt<>aux ;  and  hence  voyag(>urs  generally  hug  the 
shore,  in  order  to  he  able  to  take  land  in  case  of  sudden  storms.  During 
the  months  of  June,  Juh',  and  August,  the  navigation  of  th(>  hike  is 
ordinarily  safe ;  but  after  the  middle  of  September  great  caution  is  re- 
quired in  navigating  its  waters,  and  boatmen  of"  experience  never  ven- 
ture far  from  land,  i>r  attempt  long  (rarerscs  across  bays.  'J'heir  boats 
are  always  drawn  fiir  up  on  tiie  land  at  every  camping-place  f()r  the 
night,  lest  they  should  be  staved  to  pieces  by  the  surf,  which  is  liable 
at  any  moment  to  ris(3  and  beat  with  great  fury  upon  the  beaches. 

The  northern  or  Canadi.-m  shore  of  tiu;  lake  is  most  preei{)itous,  and 
consc({uently  most  dangerous  to  the  navigator.  On  tne  south  shore, 
again,  the  sandstone  cliffs,  which  rise  in  mural  or  ovc^rhanging  preci- 
pices directly  from  the  water's  edge  f()r  many  miles,  afford  no  landing- 


COLONIAL  AND    LAKE   TRADE. 


191 


)h)c 

jiya 
uch 
that 
lew 
fer- 

my- 
ton, 
nch 
rior 

vhh- 

lold 

the 

^s  of" 


places.  This  is  the  case  especially  along  the  cliffs  at  the  Pictured 
Rocks,  and  on  the  coast  of  Keweenaw  bay,  called  VAnsc  by  the  French 
voyagrurs. 

On  the  coast  of  Isle  Royale  there  are  beautiful  boat  harbors  scattered 
along  its  whole  extent  on  both  sides  of  the  island ;  and  at  its  easterly 
extremity  the  long  spits  of  rocks,  which  project  like  fingers  far  into  the 
lake,  afford  abundant  shelter  fi)r  boats  or  small  vessels,  while  at  the 
western  end  of  the  island  tlicre  is  a  large  and  well-sheltered  bay,  called 
Washington  harbor. 

Near  Siskawit  bay  the  navigator  must  beware  of  the  gently-siiclving 
red  sandstone  strata  which  run  for  many  miles  out  into  the  lake,  with  a 
few  feet  only  of  water  covering  them.  Rock  harbor,  on  the  south  side 
of  the  island,  is  a  large  and  perfectly  sate  harbor  f()r  any  vessels,  and 
has  good  holding  ground  for  anchorage,  with  a  very  bold  shore ;  while 
the  numerous  islands,  which  stand  like  so  many  castles  at  its  entrance, 
protect  it  from  the  heavy  surges  of  the  lake.  The  whole  aspect  of  this 
bay  is  not  unlike  that  of  tlie  bay  of  Naples,  though  there  is  no  modern 
volcano  in  the  back  ground  to  complete  the  scene. 

None  of"  the  American  lakes  can  compare  with  Lake  Superior  in 
healthtulness  of  climate  durir)g  the  summer  months,  and  there  is  no 
place  so  well  calculated  to  restore  the  health  of  an  invalid  wiio  has 
suffered  fiom  the  depressing  miasmf  of  the  fever-breeding  soil  of"  the 
southwestern  States.  In  winter  the  chniate  is  severe,  and  at  the  Sault 
Ste.  Marie  mercury  not  unfrequently  freezes  ;  but  on  Keweenaw  Point, 
where  th(>  waters  of  the  lake  temper  the  chillness  of  the  air,  the  cold 
is  not  excessive,  and  those  who  have  resided  there  during  the  winter 
say  that  the  cold  is  not  more  difficult  of  endurance  than  in  the  New 
England  States.  Heavy  snows  fall  in  mid-winter  on  this  promontory, 
owing  to  its  almost  insular  situation  ;  but  the  inhabitants  are  well  skilled 
in  the  use  of  snow-shoes,  so  that  the  snow  is  not  regarded  as  an  ob- 
stacle to  the  pedestrian,  while  on  the  newly-made  roads  the  sleds  and 
sleighs  soon  beat  a  track,  on  which  gay  winter  parties  ride  and  frolic 
during  the  long  winter  evenings  of  ti)is  high  northern  latitude.  From 
researches  which  1  have  made,  it  appears  that  the  mean  annual  t(  m- 
perature  at  Copper  Harbor,  on  Keweenaw  Point,  is  42°  ;  and  fiom  my 
experiments  on  the  temperature  of"  the  lake,  at  different  seasons  of  the 
year,  the  waters  of  this  great  lake  are  shown  to  preserve  a  constant  tem- 
perature of"  about  39^°  or  40°  F.,  which  is  that  of"  water  at  its  niaxi- 
nmm  density. 

It  is  known  that  Lake  Superior  never  freezes  in  the  midtlle,  nor  any- 
where except  near  its  shores,  from  which  the  ice  very  rarely  extends  to 
more  than  ten  or  fifteen  miles  distance.  0<'casionally,  in  severe  win- 
ters, the  ice  does  extend  from  the  Canada  shore  to  Isle  Royale,  which 
is  from  fifteen  to  twenty  miles  distant ;  s(>  that  the  caribou  and  moose 
cross  over  on  it  to  the  island,  whither  the  Indian  hunters  sometimes 
follow  them  over  the  same  treacherous  bridge,  liable,  althoiigh  it  is,  to 
be  suddenly  broken  into  fragments  by  the  surges  of"  the  lake. 

By  the  action  of  drifting  ice,  not  only  have  Ixiulders  of  rocks  and  of 
native  copper  l)een  transported  far  from  their  native  beds,  and  depos- 
ited upon  the  shore  at  distant  places,  but  even  animals,  such  as  sipiir- 
rels,  rabbits,  deer,  moose,  caribou,  and  bears,  have  thus  navigated 


11 


1^    r 


n  ii 


' 


1    i 

i  ^1 

t.   « 

u 


192 


ANDREWS     REPORT   ON 


!    K. 


ill- 


the  waters  of  Lake  Superior,  and  been  landed  on  islands  to  which 
they  could  not  otherwise  have  gained  access.  Tiie  mouth  of  every 
river  on  the  hike  shore  reveals,  by  the  dcljris  brought  down  by  ice  in 
the  spring  freshets,  the  nature  of  the  rocks  and  minerals  which  occur 
in  its  inimediate  banks  or  bed ;  and  thus  indicates  to  the  ex])lorer  the 
proper  places  where  to  search  lor  ores  or  metals. 

The  early  French  explonns  noticed  the  fact  of  the  transportation  of 
masses  of  native  copper  and  rock  by  drift  ice,  but  they  made  no  use  of 
these  facts  to  discover  th(!  native  deposites  of  metals  in  the  rocks  which 
border  on  the  rivers.  It  was  by  following  the  hint  drawn  from  these 
traces  tliat  my  assistant  and  myself  were  enabled,  in  1844  and  1845, 
to  discover  and  make  knovin  to  the  country  those  valuable  mines, 
which  have  so  astonished  the  world  by  their  metallic  conlcMils,  and 
which  siihseciucnlly  induced  the  governuKUit  of  the  United  f^l;ites  to 
undtMtake  a  g(>ological  survey  of  that  teritory,  with  the  conduct  of 
which  1  was  charged  by  tiie  Hon.  Robert  J.  Walker,  late  Secretary  of 
the  Treasury,  and  which  I  ellected,  so  lin*  as  it  was  p()ssil)l('  to  do  so, 
before  my  labors  were  brought  to  an  abrupt  conclusion,  by  circum- 
stances over  which  1  had  no  control. 

To  the  construction  of  a  canal  around  the  falls  of  the  Sault  St(\  Marie, 
one  of  the  principal  obstacles  will  be  f()und  in  the  winter's  ice,  against 
which  th(!  locks  at  the  (;ntrance  to  the  canal  must  be  guarded,  or  the 
work,  however  strong,  w'ill  be  overturned  and  destroyed.  Vessels  of 
any  considerable  burden  cainiot  aj)proacii  the  shore  nearer  than  about 
half  a  mile.  Tlie  canal  must,  therefi)re,  be  carried  out  into  the  water 
to  that  distance,  and  the  form  of  the  ice-breakers,  guards,  or  mole, 
must  be  such  as  to  allow  the  ice  to  rise  over  them,  and  not  to  press 
against  perjx'tulicular  walls.  This  is  to  be  donc^  by  giving  a  proper 
slo{)e,  or  bevel,  to  the  walls,  so  that  the  ice  will  ride  up  them  and 
break  into  pieces.  By  this  meth(»d  the  harbor  and  entrance  locks  may 
be  snilicienlly  protected  against  the  driving  and  expanding  ice  of  the 
lake  and  St.  Mary's  river. 

The  (jpening  of  a  ship  canal  between  Lake  Superior  and  tlu!  lower 
lakes  is  one  of  the  most  important  enterprises  of  the  day,  and  it  is  only 
to  be  regretted  that  Congress  has  thought  it  best  t(»  appropriiile  land 
instead  of"  applying  money  directly  to  the  execution  of  this  great  work, 
which  m;iy  now  be  delayed  f()r  some  time,  to  the  great  disadvantage  of 
the  country  at  large.  So  soon  as  the  canal  above;  mentioned  shall  be 
completed,  the  sununer  tour  of" travellers  will  be  extended  to  a  cruise 
anjund  Lake  Superior,  and  from  J^a  I'ointe  many  will  cross  over  to 
th(;  Falls  ofSt.  A.idiony,  on  the  Mississippi  river ;  and  thus  explorers 
will  find  it  easy  to  gain  access  to  remote  regions,  now  seldom  visited 
by  white  men.  The  importance  of  this  enter[)rise  can  hardly  be  over- 
estimated, and  its  conseijuence  will  be  the  vast  fiicilitation  and  increase 
of  the  commerc<?  of  Jjake  Supcaior,  and  the  incalculable  enhancement 
of  the  value  of  tfie  public  lands,  while  a  tide  of  immigration  may  be 
looked  lor  from  Norway,  Sweden,  and  the  north  of  Europe,  as  well  as 
from  the  Nciw  England  States,  pouring  into  the  northwestern  wilder- 
ness, and  subduing  the  forests,  and  extending  ."ar  and  wide  the  area  of 
freedom  and  civilization. 

Tilt'  time  will  doubtless  come  when  a  canal  or  railway  will  be  made 


in 
rii 
it 
di 

is 


COLONIAL   AND   LAKE    TRADE. 


193 


to  the  Falls  of  St.  Anthony  ;  and  possibly  we  may  see  the  trade  of  Hud- 
son's bay  flowing  into  the  United  Slates,  through  Lake  Superior  and 
our  other  great  lakes  ai/l  rivers.  For  that  great  bay  is  but  fitteen  days' 
canoe  voyage  from  T*  Superior,  and  the  portages  are  few  and  not 
long,  so  that  the  Britib  ^ludsou's  Bay  Fur  Company  carry  on  constant 
communication  with  then  factories  upon  the  bay  from  their  posts  upon 
Lake  Superior ;  and  their  agents  at  the  British  posts  in  Oregon  travel 
from  their  stations  on  the  borders  of  the  Pacific  ocean,  by  way  of  Hud- 
son's bay  and  Lake  Superior,  on  their  route  to  Great  Britain.  This 
northern  region  has  unf()rtunately  been  always,  hitherto,  undervalued. 
It  is  now  known  to  be  one  of  the  most  important  mineral  regions  in 
America ;  and  it  should  be  borne  in  mind  that  lliere  are  deposites  of 
native  copper  on  Copper  Mine  and  McKenzie's  rivers,  in  the  same  kinds 
of  rock  that  contain  the  stupendous  lodes  of  this  metal  on  Keweenaw 
Point  and  the  Ontonagon  rivers.  Every  means  that  tend  to  carry  our 
population  farther  northward  will  tend  to  bring  to  light  and  to  practical 
utility  the  mineral  treasures  of  those  regions  ;  while  trade  in  furs  and 
seal-skins  will  be  brought  nearer  to  us  by  enterprising  men,  it  matters 
not  whether  of  the  British  provinces  or  of  the  United  States  of  America. 
The  time  is  now  come  when  the  public  faith  is  setthxl  on  the  value 
of  mineral  productions  ;  and  it  is  understood  that  good  working  mines 
are  sure  to  command  and  reward  the  energies  of  capilalists-and  miners, 
sinc(!  it  is  proved  that  mining  is  liable  to  no  greater  risks  of  failure  than 
ordinary  mercantile  enterprises,  provided  due  precaution  be  exercised 
by  the  adventurers  in  the  selection  of  their  mines  and  in  working  them 
to  advantage. 


ROCKS   OK    LAKE    SUPERIOR    LAND   DISTRICT. 


On  approaching  the  Sault  Ste.  Marie  by  the  St.  Mary's  river  the 
geologist  has  ait  opportunity  f)f  discovering  th(^  age  of  the  sandstone 
strata,  by  obstnving  that  the  limestones  of  Saint  Joseph's  island,  and  of 
the  other  mimerons  isles  in  that  river,  are  locks  of  the  Devonian  group, 
and  contain  the  charficteristic  f()ssil3  by  which  that  rock  is  determined 
to  be  the  ecpiivalent  of  those  of  Eifel,  as  has  been  fully  proved  by  Mons. 
Jules  Marcou,  the  geologist  sent  to  the  United  States  by  the  govern- 
ment of  France,  to  make  collections  t()r  the  Museum  of  Geology  in  the 
Jardin  des  Plantcs  of  Paris.  These  Devonian  rocks,  like  those  of  Macki- 
nac, havt^  been  mistaken  by  two  geologists  who  have  reported  upon 
this  district  f()r  Siberian  limestones  ;  by  whom  the  geological  position 
of  the  sandstone  of  the  Sault  Ste.  Marie  has  also  been  mistaken,  in 
their  suj)posing  that  it  passed  beneath  these  Devonian  locks,  when  it 
in  reality  is  above  them,  as  it  is  seen  to  rest  horizontally  around  Silu- 
rian limestone,  near  Sturgeon  river,  on  Keweenaw  Point,  beneath  which 
it  cannot  pass,  considering  the  fact  that  the  limestone  in  question  has  a 
dip  of  thirty  degrees  froin  the  horizon,  while  the  sandstone  at  that  place 
is  quite  horizontal. 

It  is  obvious,  then,  that  the  red  and  gray  sandstones  of  Lake  Superior 

are  above  Devonian  rocks,  and  theref()re  caimot  be  older  than  the  coal 

formation;  while  from  their  Uthlogical  characters  they  appear  to  belong 

to  the  Permian  system  of  Vcrneuil  and  Murchison.     Above  the  Sault 

13 


(j,!l 
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1 


%'■      1 


3  I 

n 


ill 


194 


ANDREWS*    REPORT   ON 


^# 


we  sec  these  red  and  gray  snndstones  dipping  at  a  gentle  angle  into  the 
lake,  showing  that  they  do  in  fact  dip  directly  opposite  to  the  direction 
that  would  be  required  to  make  them  dip  beneath  the  limestone  on  St. 
Mar3''s  river. 

This  question  is  one  of  some  importance ;  since,  if  the  sandstones  of 
Lake  Superior  were,  as  lias  been  erroneously  alleged,  of  the  Potsdam 
group,  tht^y  would  be  out  of  all  accordance  with  the  ascertained  facts 
of  geological  scienci^  and  would  break  into  the  S3'stem  of  the  best 
known  laws  of  elevation  of  strata  jmd  of  order  of  super-position. 
In  point  of  fact  tiie  sandstones  of  Lake  Superior  are  the  exact  equiva- 
lents of  those  of  Nova  Scolin,  where  trap-rocks  of  the  same  age  as 
those  on  Lnke  Superior  pass  through  it  and  produce  precisely  the  same 
results  as  I  h.ive  already  described  in  my  reports  on  the  geology  and 
mines  of  Lake  Superior,  bearing  in  the  same  way  more  or  less  native 
copper,  with  occasional  particles  of  silver.  Now,  Potsdam  sand- 
stone never  presents  any  such  results  in  any  part  of  America ;  and  to 
call  that  of  Lake  Superior  its  ecjuivalent,  is  but  to  lead  people  astray, 
and  to  nourish  iidse  iiopes  of  finding  eo})per  ;ui(l  silver  where  it  docs 
not  occur,  while  a  great  error  introduced  into  science  cannot  lail  to 
produce  the  most  inischievous  results.  On  this  account,  I  have  thought 
proj)er  to  notit(!  an  error  wiiich  would  not  otherwise  be  worthy  of  refu- 
tation. 

Leaving  the  Sault  and  cruising  along  the  southern  shore  of  the  lake, 
with  an  occasional  trip  inland,  we  ccjuie  to  cliffs  of  sandstone,  and  then 
to  rocks  called  metamorphic,  which  extend  from  Chocolate  to  Carp 
and  Dead  livers,  and  flntl  slate  rocks,  granite  rocks,  sienite,  hornblend 
jock,  and  chlorite  slate,  in  this  group  of"  primary  rocks  we  find  moun- 
tain masses  of  exevllent  specular  iron  ore  and  magnetic  iron  ore  mixed. 
These  mountains  of  iron  ore  were  originally  explored  under  my  direc- 
tions, by  Mr.  Joseph  Stacy,  of  Maine,  wlio  first  called  public  attention 
to  them  in  1845.  They  were  subsequently  examined  by  Dr.  John 
Locke,  and  Dr.  Wm.  F.  Channing,  while  serving  as  my  assistants  in 
the  geological  survey  of  this  region  in  J 8^17. 

There  is  an  immense  supply  of  the  richest  kind  of  iron  ore  in  these 
liills,  and  the  .Jackson  Iron  Company  of  Michigan  has  erected  forges 
fi)r  making  blooms  f()r  bar-iron — the  quality  of  which  is  excellent.  This 
region  may  be  called  one  of  the  important  iron-tlistricts  of"  Jjake  Supe- 
rior, and  will  become  of  great  value  at  some  future  day,  when  there 
shall  be  fiicilities  for  transportation  of  the  ore  to  th(^  coal  districts  of 
Ohio. 

Tlu;  granitic  and  sienit(!  ror'ks  occupy  a  con.'^iderable  tract  of  land 
wliich  has  not  yet  been  explored,  and  has  only  been  run  over  by  the 
linear  surveyors,  who  have  l)rought  out  fragments  indicating  the  coun- 
try to  the  westward  of  the  sandstone,  on  the  cf)ast,  to  be  crystalline; 
but  the  geological  relations  of  the  two  rocks  have  never  been  ascer- 
tained, nor  have  their  mineral  contents  been  st;en  by  any  one. 

FollMuiiig  the  coast  to  I'Anse,  or  Keweenaw  bay,  we  find  on  the 
south  side  ol'ihat  biiy  larg(!  beds  of  slate  rocks,  some  of  which  are  good 
novaculite  or  whetstone  slate.  On  the  northern  side  of  the  bay  we  find 
a  long  seri(.'S  of  clifls  of  red  sandstone  perfectly  horizontal,  or  at  most 
wavv,  extending  all  the  wav  to  Bete  (iris.     This  sandstone,  as  before 


('ay 


COLONIAL   AND    LAKE    TRADE. 


196 


observed  at  Sturgeon  river,  surrounds  a  mass  of  Silurian  limestone 
containing  shells,  known  as  the  Pcnt.amr.rus  oblongns,  one  of  which  I  dis- 
covered in  a  piece  of  the  limestone  brought  to  me  by  one  of  my  assist- 
ants in  1848. 

At  Lac  la  Belle  and  at  Mt.  Houghton  the  trap-rocks  occur,  and  ride 
over  the  sandstone  strata  after  passing  between  their  layers ;  and  at 
Mt.  Houghton  the  igneous  agency  of  this  trap-rock  has  changed  the 
fine  sandstone  into  a  kind  of  jasper. 

At  Lac  la  Belle,  on  Bohemian  mountain,  we  have  regular  veins  of 
the  gray  sulphuret  of  copper,  containing  a  certain  proportion  of  sulphu- 
ret  of  silver.  Mines  have  been  opened  on  this  hill,  l)ut  have  not  thus 
far  proved  successful,  since  the  ore  recjuires  preparation  by  machinery 
not  yet  to  be  procured  in  that  region. 

Lac  la  Belle  is  a  most  beautiful  sheet  of  water,  bordered  by  moun- 
tains or  steep  hills,  such  as  Mt.  Houghton  and  Bohemian  mountain, 
while  on  the  south  the  horizontal  plains  of  sandstone  stretch  away  in 
the  distance  and  are  covered  with  a  growtii  of  t(:)r(>st  trees.  Leaving 
Lac  la  Belle,  we  pass  down  a  serpentine  stream  which  enters  the  great 
lake.  Then  following  tlie  coast,  we  pass  beneatii  frowning  crags  and 
visit  the  falls  of  the  Little  Montreal  stream.  All  this  coast  consists  of 
trap-roeks,  and  of  a  kind  of  porphyry  or  compact  red  feldspar.  No 
copper  veins  of  any  value  occur  on  the  coast  this  side  of  the  point, 
though  many  companies  iiave  wasted  their  money  in  attempts  to  work 
calcareous  spar  veins  that  aie  perlictly  d(;ad  lodes,  or  free  from  cop- 
per. At  the  extremity  of  the  point,  agates  are  found  in  amygdaloidal 
tra[)-rocks,  and  on  the  shore  hi  the  form  of  rolled  pebbles. 

Doubling  the  cape,  we  soon  pass  Horseshoe  cove  and  reach  Copper 
harbor,  the  site  of  Fort  Wilkius,  and  oiu;  of  the  first  places  where  cop- 
per ore  was  lujticed  by  the  French  Jesuits  ;  since  whose  time  it  has 
ever  bcun  known  to  the  voyageurs  on  the  lake  under  the  name  of  the 
giToi  rock. 

While  constructing  the  fort  at  Copper  Harbor,  numerous  boulders  of 
black  oxide  of  copper,  a  very  rare  ore  of  that  metal,  were  discovered  ; 
and  beti)re  long  a  vein  of  this  valuable  ore  was  discovered  in  the  con- 
glomerate rocks,  near  the  pickets  which  enclose  the  parade  ground. 
This  was  i()und  to  hv  a  continuation  of  the  vein  called  the  green  rock 
at  Hayes's  Point,  and  was  immediately  opened  by  the  Boston  and 
I'iltsburg  Mining  Company.  Uiitortunately,  however,  the  vein  was 
soon  cut  oil",  as  1  had  ventured  to  predict  it  would  be,  by  a  heavy  stra- 
tum of  fine-grained  red  sandstone,  which  is  not  cupriferous.  There 
the  vein  was  found  to  consist  wholly  of  calcareous  spar,  and  (jf  earthy 
minerals  of  no  economical  value. 

The  muiers  w<!re  then  transferred  to  the  cliflnear  Eagle  river,  where 
I  had  surveyed  a  valual)le  vein  ot  native  copper,  mixe<l  with  silver. 
This  vein  has  since  been  fully  proved,  and  is  one  of  the  wonders  of  the 
world  ;  then;  being  solid  masses  of  pure  copper  in  the  vein,  of  more 
than  J 00  tons  weight  each,  besides  masses  of  smaller  size  in  other 
{)aris  of  the  vein.  This  miiu;  has  produced  about  1)00  tons  of  copper 
per  annum,  anil  is  one  of  the  most  valuable  copper  mines  in  tlic  coun- 
try. It  is  a  regular  metallic  vein,  in  amygdaloidal  trap-rock,  which 
underlies  the  compact  trap-rock  that  caps  the  hill.     The  spot  is  one  of 


II 


m 


\  t  ,-■ 


190 


ANDREWS     REPORT   ON 


tho  finest  locations  for  mininf]i;  purposes  tlint  I  have  seen,  the  vein  being 
exposed  in  the  face  of  a  clitt'300  fl'et  above  the  level  of  th(>  southwest 
branch  of  Eagle  river.     This  vein,  when  first  discovered,  was  lin*  from 
disclosing  its  real  value.     A  perpendicular  vein  of  prehnite,  six  inches 
wide  at  the  top  of  the  cliff",  was  observed  to  contain  a  few  particles  of 
copper  and   silver,  not  amounting  to  mon;  than  two  per  cent,  of  the 
mass.     About  halfway  down  the  clifT  this  vein  of  prehnite  was  fi)und 
to  be  a  f()ot  and  a  half  wide,  aud  contained  fivt;  and  a  half  per  cent,  ot 
copper  and  some   silver.     It  was  thought  worth  wliih^  to  drive  a  level 
into  the  lower  part  of  the  cliff",  where,  according  to  the  rate  of  widen- 
ing of  the  vein,  it  ought  to  be  from  two  to  three  icet  wide.     This  was 
done  at  my  suggestion,  and  a  magnificent  lode  of  copper  was  disclosed; 
many  lumps  of  solid  copper  of  sevt^ral  hundred   weight  being  found 
mixed  with   the  vein-stone.     On  sinking  a  shaft  at  this  point  the  solid 
metallic  copper  was  soon   found  to  occupy  nearly  the  wliolc   width  of 
the  chasm,  and  immense  blocks  of  copper  are  now  taken  from  this  vein 
by  the   miners,  who  are  working  levels  300  or  more  fi-et  below  the 
mouth  of  the  shaf"t.     Large  ([uantities  of  lumps  of  copper  called  l)arrel 
ore,  and  rock  rich  in  smaller  pieces  of  copper,  mixed  with  silver,  are 
now  raised,  this  last  being  called  stamp  ore,  and  worked  by  stamping 
and  washing  the  ore.     From  this  stamp  work  about  five  thousand  dol- 
lars' worth  of  pure  silver  is  picked  out  by  hand,  and  nmch  is  still  left 
among  the  finer  j)articl(^s  of  metal  and  goes  into  the  melted  copper. 

Suitable  cupelling  furnaces  will  ultimately  be  erected  for  the  separa- 
tion of"  all  the  silver  from  this  rich  argentiferous  stamp  work,  lead  being 
the  appropriate  metal  f()r  its  extraction  by  eli(juation  and  cup*  llation. 

There  are  other  valuable  copper  mines  on  Eagle  river.  The  North 
American  Company,  which  has  one  end  of  the  cliff"  vein,  called  the 
South  Cliff"  mine,  and  another  on  which  their  mining  operations  com- 
menced some  years  ago,  is  at  present  in  successful  oj)eration,  and  will 
add  nmch  to  the  exports  f)f  copper  from  the  lake. 

The  Lake  Superior  Copper  Company,  which  was  the  first  that  en- 
gaged in  those  mining  operations  that  gave  valui;  to  this  district,  opened 
its  first  mines  on  Eagle  river  in  J 844.  Under  the  very  unfavorable 
state  of  things  which  then  existed  in  the  savage  and  uncivilized  state  of 
the  country,  jind  af"ter  two  or  three  years'  labor,  they  very  unfortunately 
sold  their  mines,  at  the  pn'cise  moment  when  they  were  upon  the  vein 
that  now  has  been  j)roved  to  be  so  verv  rich  in  copj)er  and  silver. 
The  Phfjeriix  Copper  Company,  formed  of  the  remains  of  the  Lake  Su- 
perior Company,  opened  these  mines  anew;  and  now  these  give  ample 
encouragement  to  the  new  adventurers,  who  will  doubtless  reap  their 
reward  in  valuable  returns  for  their  labor  and  enterj)rise. 

A  new  vein  a  little  tf)  tlu;  eastward  of  the  first  that  was  ojiened,  on 
the  river's  borders,  is  said  to  give  promise  of  valuable  returns. 

The  Copper  Falls  tnine,  another  bran<'h  <»f  the  Lake  Superior  Com- 
pany, is  also  engaged  in  working  valuable  veins  of"  native  copper  and 
silver,  and  has  sent  some  of"  their  metals  to  market. 

The  Northwest  Company  has  a  valuable  mitu!  a  fisw  miles  from 
Eagle  Harbor,  and  the  metal  raised  therefrom  is  very  rich  and  abun- 
dant, some  of  it  being  mixed  with  sprigs  and  particles  of  metallic  silver. 
This  mine,  if  opened  with  (lu(;  skill,  and  in  as  bold  a  manner  as  that  of" 


It 
d( 

tl 


J 


i 


COLONIAL    AND   LAKE    TRADE. 


197 


the  Boston  and  Pittsburg  Company  at  the  cliff',  cannot  fail  to  prove  of 
great  \  alue. 

There  is  also  a  mine,  owned  by  the  Northwestern  Company,  near 
the  Copper  Falls  mine,  in  the  rear  of  Eagle  Harbor,  which  is  also  rich 
in  native  copper,  but  I  do  not  know  its  present  condition. 

A  mine  was  also  opcuied  at  Eagle  Harbor,  wiiicii  gave  a  larg<;  yield 
of  copper  mixed  with  Inumonite  ;  but  the  mine  was  opcuied  like  a 
quarry,  rmd  was  close  to  the  waters  of  the  lake.  It  Wcis,  therctbre, 
soon  iloodctl,  and  was  consecjuently  abandoned  by  the  miners. 

Tiiere  is  also  a  mine  called  the  Forsyth,  which  is  probably  a  valu- 
able one,  but  it  was  not  opened  at  th(;  lime  I  made  my  surveys.  I 
obtained  ilnc  specimens  of  copper  and  silver  tiom  this  vein,  and  sent 
thc'm  to  Washington,  with  the  large  collccti(in  1  made  lor  the  United 
States  govern tuent,  and  they  are  now  to  be  seen  with  my  collection  in 
the  Smithsonian  Institute. 

A  full  an(?  minute  descriptive  catalogue  of  the  collection  I  made  for 
the  United  States  government  was  sent  by  me,  as  a  part  of  my  report, 
to  the  late  Secretary  of  the  Interior ;  but  it  has  not  been  printed, 
though  it  was  the  most  valuable  part  of  my  report,  and  is  absolutely 
necessary  for  the  full  und(!rstanding  thereof,  and  for  learning  the 
nature,  locality,  and  value  of  each  specimen  in  the  collection  made 
by  me. 

Tiio  rocks  which  contain  native  copper,  on  Keweenaw  Point,  are  of 
that  kind  called  amygdaloidal  trap,  which  is  ;i  vesicular  rock,  formed 
by  the  interfusion  of  sandstone  and  trap-rock,  an»l  is  llu;  product  of 
the  combination  of  the  two  gaseous  bubbles,  or  aqueous  vapors,  which 
liavc  blown  it  into  a  sort  of  scoria  at  the  time  of  its  t()rmalion.  It  is 
in  this  rock  that  we  find  the  copper-bearing  prehnite  and  other  vein- 
sU)nes  [H'culiar  to  the  copper  lodes.  In  Nova  Scotia  the  same  facts 
were  observ(>d  by  Mr.  Alger  and  myself,  oidy  that  there  the  copper  is 
more  abundant  in  the  brecciated  trap,  or  a  trap  tutf,  which  lies  below 
the  amygdaloid.  Prehnite  d»)cs  not  occur  in  Nova  Scotia  trap,  but  in 
its  stead  we  find  analcime,  laumonite,  and  stilbite,  as  the  '.ninertols 
accompanying  the  native  copper. 

On  Isle  Itoyale  we  have  phenomena  similar  to  those  observed  on 
K(!w<'enaw  I'oint :  long  belts  of  trap-rock,  with  bands  of  a  con- 
glomerate of  coarse  water-worn  pebbles,  and  strata  of  fine  red  sand- 
stone. 

The  trap-roeks  rest  on  tlu'  strata  of  sandstone,  after  passing  between 
thin  strata  ;  and  at  the  line  of  contact,  and  t()r  a  considerable  distance, 
we  have  an  amygdaloidal  structure  developed.  It  is  jirobable  that 
the  trap-rock  was  poured  over  tlu;  sandstone  strata  while  the  whole 
w;is  submerged,  and  thnt  other  beds  of  sandstone  we're  deposited  upon 
it;  so  that  if  this  was  the  casi',  we  should  have  a  succession  of 
dcposites  ;  but  in  some  places  it  ap[)ears  as  if  the  triip  hatl  elevated 
the  strata,  and  pusheil  itself  through  the  sandstone  by  main  li)rce. 
Whatever  may  be  the  theory  of  this,  it  is  certain  that  the  strike  of  the 
strata  and  the  direction  of  the  included  tra[)-rock  are  the  same.  On 
Ke'Weeiiaw  Point  w'v  have  veins  cutting  across  the  general  direction  of 
the   strata,  and,  ot'  course,  of  the   trap  range,  or,  as  the  miners  call  it, 


I   i 


'A 


'! 


198 


ANDREWS'    REPOUT    ON 


l^ 


"  across  the  country  ;"  while  on  Isle  Royalo  tlin  ropp<,T  veins  more  fre- 
quently run  panillel  with  the  Irap  ran^ros,  or  "  witli  the  coimfr!/." 

On  Isle  Royale,  as  near  the  Ontonagon  river,  on  the  south  shore  of 
the  lake,  massive  epidolo  is  the  most  common  "  vein-slone"  that  hears 
native  copper — the  metal  being  intersj)erse(l  with  it  in  its  mass,  or 
spread  in  thin  sheets  in  the  niitural  joints  of  the  rock,  with  occasional 
masses  or  lumps  of  considerable  magnitude.  Near  Hock  Harbor,  on 
Isle  Royale,  at  a  place  called  Kpidote,  and  at  ancHher  called  after  the 
most  abundant  mineral  l()und  in  the  veins,  granular  and  compact 
epidote  are  the  prevalent  rocks  accompanying  the  native  copper.  So, 
also,  at  Scovill's  l*oint  the  samt'  associations  prevail  in  the  cnprifennis 
veins. 

The  most  im|x»rtant  and  productive  mines  of  native  copper  on  Isle 
Royale  have  been  ojx'iied  on  the  north  side  of  the  island  ;  but  still  the 
explorations  have  been  too  limited  to  allow  of  our  judging  of  tin; 
value  ot"  the  numerous  veins  upon  that  remarkable  island.  At  Wash- 
ington Harbor,  upon  Pheli)s's  island,  several  promising  veins  of  native 
copper,  associated  with  pr(-hnite,  occur;  but  ihey  have  not  been 
opened  to  a  de|)th  sulHcient  to  (-stablish  their  value.  At  Siskawit  bay 
we  find  a  huge  body  of  line  red  sandstone  bordering  the  trap-rocks,  and' 
shelving  down  into  the  lake  at  a  very  moderate  angle.  No  valuable 
copper  veins  have  been  found  at  this  place;  but  the  b;iy  is  one  of  the 
favorite  stations  fJ)r  fishermen,  who  pack  aimually  great  numbers  of 
sikawit,  [snhno  shkanit,']  the  liittest  and  finest  species  of  the  lake  trfml 
family,  and  large  lake  trout,  namayt-ush,  [s(tlmo  amcthi/ttiis,']  and  white- 
fish,  attihawmeg,  [corvgotius  albus,!  iJir  the  western  market — from 
9CM)  to  l.OOO  barrels  of  these  fine  fisli  being  salted  and  packed  ti)r  sale 
each  year. 

The  siskawit  miiy  be  said  to  Im^  peculiar  to  the  shores  of  this 
island,  lew  being  caught  on  the  shores  of  Keweenaw  I'oin!,  and  their 
migrations  being  extremely  limited.  They  are  caught  readily  by  the 
hook,  but  are  more  (;ominonly  taken  by  means  of  gill-nets,  which 
are  set  a  yard  or  two  from  the  bottom,  in  water  of  aliout  200  teet 
depth — the  lower  edge  of  the  net  being  anchored  by  m<'ans  of  small 
stones  attached  to  cords,  while  the  upper  edge  is  sustained  vjMtically 
by  means  of  thin  laths  or  spindles  ot"  light  wood.  Thes(>  nets  are  set 
at  night,  and  are  drawn  in  the  morning. 

The  siskawit  weighs  from  i'wo  to  twenty  pounds,  while  the  lak(^ 
trout  often  weighs  as  much  as  fi)rty  or  fifty  pounds. 

Of  all  the  fish  caught  upon  the  lake  the  siskawit  is  mf)st  prized  by 
the  natives  on  account  of  its  fitness.  White-fish  are,  however,  much 
more  delicate,  and  are  i»ret('rred  to  all  others  by  the  white  inhaliitants 
and  travellers. 

TIh;  fisheries  of  Lake  Snperior  are  of  great  value  to  the  people 
living  upon  the  shores  of  the  lake,  and  of  some  importance  to  the 
States  bordtaing  on  the  other  and  lower  lakes,  and  the  inland  towns 
near  their  borders.  To  the  poor  Indian  tli(>  bounties  of  the  great  lakes 
are  of  vital  importance,  t()r,  without  the  fish,  the  native;  tribes  would 
soon  perish.  Came  has  become  exceedingly  scarce  in  these  thickly 
wooded  regions,  t)nly  a  lew  bears,  rabbits,  and  porcupines,  and  some 


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COLONIAL    AND    LAKP.    TRADE. 


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partridges,  being  found  in  the  woods,  and  ducks  in  moderate  numbers 
upon  the  w  ,   n. 

AgrieultuK.  has  scarcely  begun  to  tame  th«'  wilderness  in  the  vicin- 
ity of  the  copper  mines,  ami  the  only  crops  raised  are  potatoes  and  u 
few  hardy  northern  esculents.  Small  cereal  grains — such  as  oats,  bar- 
ley and  rye — will  do  w(;ll  hero  as  in  Canada ;  and  Indian  corn  of  the 
northern  varieties,  in  ])laces  not  too  muc.-li  exjjosed  to  the  chill  breezes 
of  the  lake,  thrives  and  ripens.  English  grasses  have  not  yet  been 
cultivated,  but  they  will  undoubtedly  thrive  as  well  on  the  south  shore 
of  Jjake  (Superior  as  in  New  Brunswick  and  Nova  Scotia.  The  native 
grasses  are  abundant  and  good,  but  an;  limited  to  small  natural  prai- 
ries or  dri(,'d-up  ponds.  Judging  from  the  luxuriant  growth  of  Ibrcst 
trees — such  as  tlu;  maple,  yellow  l)ir(^li,  and  other  trees  common  to 
Maine  and  New  Brunswick — we  should  judge  that  the  soil  was  as  good 
on  the  shores  of  Lake  Superior  as  in  that  State  and  province;. 

Those  who  have  only  viewed  the  inunediate  coast  of"  the  lake,  es- 
pecially that  now  (k-nsely  covered  with  a  tangled  growth  of  small, 
stunted,  spruce  and  fir  trees,  would  he  likely  to  undervalue  iIk;  agri- 
cultural resources  of  that  region.  They  shoultl  remember  that  the  cold 
air  from  the  lak(!  aflects  the  vegetation  only  near  its  shores,  and  tliat 
farther  inland  thi^  temperature  more  resembles  that  of  Canada  and  the 
northern  parts  of  New  Ilanipshirt;  and  N(!W  Y«)rk.  This  is  not  only 
shown  by  the  native  ti)rest  trees  and  the  llowiring  plants,  but  also, 
when;  clearings  have;  been  made  to  a  sufficient  extent,  by  the  agricul- 
tural produce  raised  upon  the  soil. 

The  forests  also  art;  filled  with  (wcellent  timber  t()r  building  pur- 
poses ;  and,  where  the  growth  is  of  mixed  trees,  such  as  sugar-maple» 
y<'Uow  birelj,  and  pines,  the  whit(.'  and  yellow  pines  are  of  large  di- 
mensions, and  finiiish  good  lumber  t()r  sawing  into  boards,  planks,  and 
deals.  Though  ihen^  is  little  prospect  at  present  of  sending  sawed 
boards  iiom  Lake  Supc^rior  to  tlu^  lower  laki;  country,  the  time  will 
coint!  when  this  valuabh;  limber  will  bei-ome  of  commercial  import- 
imc(! ;  and  that  time  will  arrive  the  sooner  if  the  ship  canal  now  pro- 
posed at  the  Sault  de  Sainte  Marie  shall  be  construct«'d  within  any 
reasonable  time. 

The  northern  or  British  shore  of  Lake  Superior  has  as  yet  been  but 
little  explored,  either  geologically  or  f(>r  minerals.  One  mine  of  blende, 
or  sulphuret  of  zinc,  richly  mixed  with  spangles  of  native  silver,  and  a 
vein  of  sul[)huret  of"  copper,  have  been  discovert-d  at  Prince's  bay,  on 
the  north  shore,  not  far  from  Isle  Royale.  1  know  not  what  j)rogress 
has  been  ma(h;  in  developing  the  ores  of  this  mine,  but  at  the  time 
when  I  examined  it,  in  1847,  it  gav(;  promise  of"  rich  returns.  As  a 
general  thing  the  copper  on  tlu;  northern  shores  is  mineralized  by  std- 
phur,  and  occurs  as  yellow  cop[)er  pyrites,  or  as  gray  or  black  sulphu- 
rets  of"  copper,  while  the  copper  on  the  south  shore  and  on  Isle  Royale 
is  mostly  in  tht;  metallic  slate,  and  all  the  valuable  working-mines  are 
tlusre  opened  t()r  the  native  metal.  This  is  a  remarkable,  reversion  of 
the  usual  laws  of  mineral  veins,  and  was  first  discovered  and  pointed 
out  by  myself,  and  the  first  mines  f()r  native  copper  were  opt  ned  by 
my  adviie  an<l  in  accordance  with  my  surveys,  in  1844,  as  before 
stated.    This  remarkable  region  has  certainly  surprised  both  geologists 


i.?.- 


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200 


ANDREWS'    REPORT    ON 


and  miners  by  its  wonderful  lodes  of  native  copper,  nnd  by  the  lumps 
of  pur(!  silver  wliich  have  been  opened  and  brought  to  light  by  enter- 
prising companies  and  skilful  miners. 

One  of  the  m«)st  remarkable  associations  of  mctnls  is  here  observed 
in  the  intermixture  of  pure  silver  with  j)urc  cooper,  the  two  metals 
being  perfectly  united  without  any  alloying  ot  one  with  tli(!  other. 
Tliis  singuhir  condition  of  these  two  metals  has  puzzled  chemists  and 
mineralogists  ;  !md  the  solution  of  the  problem  of  their  mode  of  depo- 
sition in  the  veins  is  still  undiscovered.  It  is  obvious,  fiom  experiment, 
and  iiom  all  we  know  of  the  affinities  of  metals  lor  each  other,  that  the 
native  copper  was  not  injecteil  in  a  molten  stale  into  the  veins.  Al- 
though 1  have  discovered  the  manner  in  which  the  copper  veins  were 
probably  t()rtned,  1  am  far  from  having  learned  that  of  the  silver,  for 
we  know  of  no  volatile  salt,  or  combination  of  that  metal.  This  sub- 
ject, which  has  occupied  much  of  my  time  f()r  several  years,  will  be 
explained  more  fully  at  a  future  time,  in  a  paper  addressed  to  scientific 
men,  as  it  does  not  f()rm  a  suitable  subject  for  a  mere  })opular  essay 
like  the  present  communication  ;  and,  as  before  observed,  is  still  an 
uncompleted  study. 

The  rocks  known  to  belong  to  the  cupriferous  formation  of  Lake 
Superior  are  all  of  igneous  fc)rmation,  or  have  been  thrown  up  from 
the  unknown  interior  of  the  globe  in  a  molten  state,  and  in  long  rents, 
having  a  somewhat  crescentic  shape,  with  the  curve  toward  the  north 
and  west ;  the  radius  of  the  arc  not  being  far  from  thirty  miles  in 
length  on  Keweenaw  Point.  The  average  width  of  this  belt  is  not 
more  than  five  miles,  while  its  length  is  not  less  than  two  hundred 
miles.  The  Keweenaw  belt  of  trap  runs  by  the  Ontonagon  river,  nar- 
rowing to  only  a  mile  in  width  in  some  j)art3  of  its  course,  and  then 
widening  rapidly  as  it  extends  into  Wisconsin. 

On  the  Ontonagon  river  it  is  about  four  miles  wide  ;  and  it  is  there 
highly  cupriferous,  several  important  veins,  now  wrought  by  mining 
companies,  having  been  discovered  by  the  miners  in  their  employ,  on 
this  river  and  in  its  vicinity.  The  Minnesota  mine  has  been,  thus  far, 
the  most  successful  of  those  opened  upon  this  part  of  the  trap  range.  It 
is  remaiked  by  all  the  geologists  and  miners  who  liave  examined  these 
rocks,  that  the  copper  ore  lies  in  the  amygdaloidal  variety  of  them  ;  and 
that  the  veins  of  native  copper  are  pinched  out  into  narrow  sheets  in 
the  harder  trap-rock  which  overlies  the  amygdaloid.  This  fact  was 
first  noticed  by  Mr.  Alger  and  myself  in  the  geological  survey  of  Nova 
Scotia,  made  by  us  in  1827  ;  and  the  private  geological  surveys  which 
I  made  on  Keweenaw  Point,  in  1844  and  1845,  proved  it  to  be  true 
also  in  that  region  ;  so  that  it  is  a  law  now  well  known  to  the  miners 
upon  the  Lake  Superior  land  district.  It  was  discovered,  also,  that  the 
copper  dies  out  in  the  veins  when  they  cut  through  sandstone  rocks. 
The  reason  for  this  I  hare  discovered,  and  proved  by  experiment  and 
observation,  and  shall  farther  verify  when  ordered  to  complete  my 
government  survey  of  the  mineral  lands  of  the  United  States  in  Mich- 
igan. 

Much  may  be  expected  from  the  explorations  now  going  on  upon  the 
northern  shore  of  the  lake,  under  the  authority  of  the  Canadian  govern- 
ment, since  the  wisdom  of  that  province  has  perceived  the  im|)ortance 


COLONIAL   AND   LAKE   TRADE. 


201 


cr- 

vod 
Lais 

UT. 

ind 
po- 

LUlt, 


of  rendering  lier  researches  und  invrstigatioiisiuloihj'  ininoral  treasures 
of  her  soil  the  most  eHe(;tual  and  complete,  atid  has  consctiuently 
intrusted  them  to  men  the  most  thorougiily  e(»mpetent  to  tlu;  task. 

Experienced  miners  are  often  good  observers,  and  to  them  we  owe 
much  valuable  observation ;  but  they  arc  not  often  suHiciently  ac(juainted 
with  geology  and  mineralogy  to  enable  th(>m  to  judge  of  the  valu(!  of  a 
min<i  in  a  country  with  which  they  are  not  liuniliar  ;  and  they  cannot 
describe  what  they  discover  so  as  to  make  their  observ.'itions  intelligible 
or  valuable  to  others.  Miners  are  good  assistants,  but  poor  principals, 
in  any  geological  survey.  Hence  the  British  government  empl«)ys  her 
most  learned  and  practical  geologists  in  her  surveys  in  Canada,  and 
allows  them  time  and  means  to  accomplish  in  a  proper  manner  their 
important  work. 

On  the  northern  shores  of  the  lake,  as  betbre  observed,  we  find  most 
commonly  the  ores  of  copper  ;  while  in  tla;  trap-rocks,  on  the  south 
side,  the  metal  occurs  in  its  pure  metallic  state.  The  on^s  which  have 
been  t()und  on  Lake  Huron  alreaily  j)n)miso  to  give  ample  profits  to  the 
ownt>rs  of  the  mine  ;  and  other  localities  are  known,  where  there  is  a 
reasonable  prospect  of  successful  mining,  on  the  northern  borders  of 
Lake  Superior. 

Trade  will  spring  up  between  us  and  our  Canadian  neighbors  as 
soon  as  their  shore  becomes  inhabited,  and,  it  is  to  be  hoped,  will  prove 
,of  reciprocal  advantage  to  the  two  countries. 

C.  T.  JACKSON. 


THE  LAKES.— GENERAL  VIEW. 

This  is  Ji  brief  and  rapid  outline  of  a  eoiintry,  and  a  system  of 
waters,  strangely  adapted  by  the  hand  of  Providence  to  become  the 
channel  of  an  inUuul  navigation,  unequalled  and  incomparable  the 
world  over  ;  through  regions  the  richest  of  th«.'  whole  earth  in  produc- 
tions of  all  kinds — productions  ot"  the  field,  productions  of  the  tbrest, 
productions  of  the  waters,  productions  of  the  bowels  of  the  earth — re- 
gions overflowing  with  cereal  and  animal  wealih,  abounding  in  the 
most  truly  valuable,  if  not  most  precious,  metals  and  minerals — lead, 
iron,  copper,  coal — beyond  the  most  llivored  countries  of  the  globe  ; 
regions  which  would,  but  Ibr  these  waters,  have  been  as  inaccessible 
as  the  stc]q)€s  of  Tartary  or  Siberia,  and  the  value  of  the  productions 
whereof  must  have  been  swallowed  up  in  the  expense  of  then*  transpor- 
tation. 

And  this  country,  these  waters,  hitherto  so  little  regarded,  so  sin- 
gularly neglected,  the  importjuice  of  which  does  not  appear  to  bo  so 
much  as  suspected  by  one  man  in  ten  thousand  of  the  citizens  of  this 
great  republic,  is  certainly  destined  to  excel  in  absolute  and  actual 
wealth,  agricultural,  mineral,  and  commercial,  tla;  aggregate  of  the 
other  portions  of  the  United  States,  how  thrifty,  how  thriving,  how 
energetical  and  industrious  soever  they  may  be. 

Of  tliese  lakes  and  rivers,  during  the  year  185],  the  commerce, 
foreign  and  coastwise,  was  estimated  at  three  hundred  and  twenty-six 
million  five  hundred  and  ninety-three  thousand  three  hundred  and 
thirty-live    dollars  ;  transacted  by  means  of  an  enrolled    tonnage  of 


\i 


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202 


ANDUEWR      URPOKT    ON 


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Rovi!nty-S(!Vrn  lliousnrul  jiiid  sixty-oiii-  tons  of  sti-nm,  and  one  liundmd 
luid  tliirty-ci^lit  llioiisjiiid  iiiiu^  liuiidrcd  iiiid  ti)iirltrti  tons  of  sail,  or  tm 
ii/,'i,M('<,'al<'  licf'Mscd  lomia^(^  «»l'  two  liutidii'd  and  litltt'n  lliousaiul  luiiu 
liundrcd  and  si'vcnty-fivc  Ions. 

In  the  prosecution  ol" this  cointntrcc,  it  would  apponr,  as  nrarly  as 
can  bo  ascorlaincd,  that,  there  was  entered  an  a^'gre^ale  u\  all  the  lake 
ports  tog<!ther,  of  !),4()!),.'i()(i  t(»ns  during  the  season  ;  and  cleared  at 
the  8ain(!  ports  B/i^O./MG  tons — showing  an  rivcrngn  of  nearly  lialy- 
Ibur  entrancM's  of  the  whole  lake  tonnage  during  the  season. 

Ot  tlu!  above  amount  of  eointnerce  the  value  of  !6i''H4,473,4-08  wont 
coastwise;,  tuid  lg>12, 119,877  Canadian  or  tiireign. 

Tlie  returns  of  tlu;  coasting  trad*-  are,  it  is  true,  very  iinperfeel  nud 
unsatisfactory,  as  are  also  the  estimates  lliunded  upoti  them  ;  but,  as 
approximations  only  can  be  arrived  at  under  the;  cir(!umstances,  the 
best  use  has  been  made  of  the  returns  n.'ceived;  and  the  results  arrived 
at  cannot  but  appear  stranger  to  tliosi;  not  immediately  conversant  with 
the  character  ol  the  lake  trade. 

According  to  these  estimates  the  coasting  trade  is  divided  into  ex- 
ports, S132,()17,47();  and  imports,  Sl82,4.'i5,})88;  showing  a  dilferencc 
of  $.00,438,518,  when  there  should  have  been  a  perti-ct  balance. 
This  discrej)ancv  arises  from  a  higher  rat«!  of  valuation  at  the  place 
of  importation  than  at  that  of  exportation,  or  virc  rrrsd.  I'roducts  of 
agriculture,  the  f()rests,  and  the  mines,  an^  easily  valued  at  a  correct 
rate  ;  whereas  one  great  division  of  articles  of  importation,  classed  as 
merchaiidise,  including  ev(M'ytliing  horn  the  (in(\-<t  jewelry  and  choicest 
silks  to  the  most  bulky  and  cheapest  articles  ot'  grocery,  can  scarcely 
bi!  reduced  to  a  correct  money  value. 

The  discrepancy,  then,  arises  from  the  valuation  of  tlu"  articles  per 
ton  being  fixed  at  too  high  a  figure  ,it  one  port,  or  too  low  at  another. 
Which  valuation  is  the  more  correct,  it  i.-;  impossible  to  ascertain  under 
the  present  system  of  regulations. 

Taking  the  lowt\st  estimat(\  the  actual  money  value;  of  the  ("oastwise 
exports  of  these  lakes  is  $132,000,000,  in  round  numbers,  being  the 
mere  value  of  the  property  passing  over  the  lakes,  without  including 
passage  money,  passengers  carried,  cost  of  vessels,  expenses  oi  crews, 
or  anything  in  the  least  d»'gree  extraneous. 

The  am<.  nt  of  grain  alone  which  was  transported  during  the  season 
ofl851,  amounted  to  1,902,729  barrels  of  flour,  and  8,119,1(59  bushels 
of  wheat — amounting  to  what  e(|uals  an  aggregate  of  17,932,807  bushels 
of  wheat ;  7,498,264  bushels  of  corn  ;  1,591,758  bushels  of  o.Ms;  nnd 
360,172  bushels  of  barley ;  in  all  27,382,80.1  i)ushels  of  cereal  p»-o.bier. 
This  btancli  of  traffic,  it  is  evident,  must  continually  incrcaa  ■  .iS  }v 
increasing  influx  of  immigration,  and  the;  bringing  into  cultivation  of 
the  almost  unbounded  tracts  of  the  very  richest  soil,  on  which  the  f()rest 
is  now  growing,  which  .surround  the  lakes  on  almost  every  side.  And 
the  like  may  be  pi"dicated  of  the  expl(»itation  of  the  mines,  tlu;  prosecu- 
tion of  the  fisli'^rie-.  ,,.!<!  the;  bringing  to  light  of  all  natural  resources — 
facilities  of  trauspo'jon  <  ^iusing  mmigration,  immigration  improving 
cultivation  and  J. rodi.iti'jn,  and  I'ose  two  originating  commerce,  and 
multiplying  a  theusaiul  'old  the  wealth,  the  rank,  and  the  happiness  of 
the  confederacy. 


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COLONIAL  AND  LAKE  TRADE. 

No.  7. 


223 


Property  coming  from  Canada  by  way  of  Bvffalo,  Black  Rock,  Oswego, 
and  Whiuhall,  during  the  year  1851. 


ArticIbB. 


THE    FOREST. 

Fur  and  peltry pounds , . 

Product  of  wood — 

Boards  and  suuntlinir feet. . 

Shingles .M. . . 

Timber cub.  feet. . 

StaveK pounds. . 

Wood  . , cords. . 

Aehcs,  pot  and  pearl. . .  .barrclB. . 

AGRICULTURE. 

Product  of  animals — 

Pork barrels. . 

Bacon ,. . .  .pounds. . 

Butter do. . . . 

Lard do. . . . 

Wool do. . . . 

Hides do 

Vegetable  food — 

Flour barrels. . 

Wheat bushels. . 

Bye do. . . . 

Com do.  . . . 

Barley do.  . . . 

Oats do.  . . . 


Br.iu  and  ship  stuffs.  . .  .pounds. 

Peas  and  beans bushels. 

Potatoes do . . . 

All  other  agrirultural  products- 
Cotton  pounds. 

Clover  aiul  grass  seed do. . . 

Hops do. . . 


BufTalo. 


11,186 


10,200,4-27 
164,000 
2,989 
356,151 


MANUrACTURCS. 

Domestic  spirits gallons. . 

Linseed  oil do.  . . , 

Lciither pounds. . 

Furniture do.  . . . 

MachincHand  parts  thereof.do.  . . . 
Iron do. . . . 


OTIIKR    ARTICLES. 

Stone,  lime,  and  clay. .  .pounds. . 

F.girs do . . . . 

Fish do. , . . 

Sundries do. . . . 


38i> 


19 
6,000 

1 -2,788 

700 

95,020 

16,317 


19,302 
l.'>0,960 


Bl'k  Rock, 


13,393,957 
370 
44,492 


74,209,425 
6,645 
232,855 


104,143 


90 


6,000 
21,416 


10,470 


3,8«2 
2,200 


11,669 


2,000 
83,317 


8 


950 
2,475 


5,729 


Oswego. 


24,090,425120,893,897 


2,800 


34,13: 


889 


4,898 


141,209 


Whitehall. 


1,041 


Total. 


12,227 


1,929 
1,187,371 


343,932 

684,280 
70,176 


19,844 
111,291 


64,896 
56 


68,679 


,860 


455,778 


2,081 


154,461 
4,835 


7,589| 
'7"  9891 


25,606' 

243,084 

3,.')09 

21,132 


1,101 

25,862 


1,120 


13,000 
184,638 


172,363 
132,091 
679,501 


172,944 

1,467,707 

356,151 

8 

3,352 


19 

6,000 

17,686 

155,161 

241,064 

16,317 


371,773 

837,715 

78,165 

104,143 

51,179 

366,671 

3,509 

86,028 

146 


6,000 
91,196 
25,662 


10,470 

1,120 

6,742 

5,000 

13,900 

184,638 


11,669 

172,  .363 

134,  (mi 

1,252,728 


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COLONIAL   AND    LAKB    TRADE. 


231 


PART  IV. 


KAIMIOADS    AND    CANALS    OK    TIIK    UNITKD    STATKS. 

As  u  report  ujum  ilic  itilarid  comtncrcc  ot'  tin-  United  SinU's,  or  of 
nny  iiuportimt  nortion  of  it,  would  l)e  iniperH'cl  without  ret'erenee  to 
IIk;  various  works  coiislilutiii;^  its  eliiiiiiicis,  to  which  in  some  decree  it 
owes  its  direction,  the  lidlowini^  notice  of  the  riiihoiids  and  canals  of 
the  United  Slates  has  heen   pr«'pared. 

The  jx'ciiliar  cliaracterislics  of  this  country,  in  regard  to  its  <,'(M)- 
grapliical  and  topographical  feattnes  and  to  tiu^  industrial  condition 
and  relations  of  the  people  of  the  <fii!i'rent  ret,'ions  render  works  of 
internal  iinprovcineni  necessary  to  the  development  of  the  resources 
and  pro^rrcss  of  every  jxtrfion.  Willi  us  such  works  are  cliieny  coin- 
inercial  enterprises,  their  principal  object  being  to  cheapen  and  liicili- 
tat(^  the  movement  of  persons  and  property,  (jcncrally,  the  means  li)r 
their  construction  have;  been  furnished  by  incorporateil  assoi-iations, 
and  cf)nse(piently  die  construction  and  management  of  them  hav(!  been 
intrusUMi  to  such  (;ompanies. 

The  opposition  by  many  of  the  prominent  and  inllueiitial  statesmen 
of  the  United  Slates  to  ihe  interti'rence  ol'the  ti-deral  governmr'tit  in  aid 
of  such  works,  on  the  alleged  ground  of  absence  of  constitutional  power, 
lias  hitherto  prevented  tli''  rendering  of  such  assistance,  e\i-ept  in  the 
case  of  the  ('unil"  '  md  n-ad,  and  one  or  two  other  instances.  Many 
intelligent  nii'ii  d(M<l)i  if  this  opposition  has  not  been  .ul\  aiitageous. 
Wherever  the  n  si h*  live  States  have  aided  such  works,  they  have  fbr- 
tutiattdy,  in  n»osi  uiisiances,  committed  the  control  of  them  to  private 
hands  and  p'lviie  interests.  (loiisiderations  a[)art  from  conunercial 
objects  have  lia«l  but  little  inlluence  in  th<'ir  conslrui'tion  or  management. 
These  works,  therei<)re,  constitute  the  best  expression  of  the  commer- 
cial wants  of  our  people,  and  their  immense  i  ost  the  b(  si  illustration  of 
i\u)  magnitude  and  value  of  this  commerc<'. 

The  early  settlements  in  this  country  liavi-  ^^  bi en  iiiadi-  upon  the 
seaboard,  maiiuliicturing  and  connii<reial  coinmunities  at  first  grew  up 
at  favorable  points  near  tiie  coast.  The  extension  of  the  settlements 
into  the  interior  ncccssarilv  involved  the  c'listruetion  (»f  i)utlcts  for 
them  to  markets  Jipoii  the  seaboard.  So  long  as  this  population  was 
confined  to  the  Atlantic  slope,  public  highways  were  notofgrtat  mag- 
nitude nor  importance.  WIkmi,  however,  settlers  had  crossed  the  Al- 
h'ghany  mountains  and  peopled  the  regions  beyond  them,  the  public 
mind  was  turned  to  the  subject  ol" constructing  channels  of  commercial 
intercommunication  adeipiate  to  their  wants. 

Tln'  natural  outlets  of  the  great  interior  basin — the  rivers  Mississippi 
and  St.   Lawrence — are  not   in  all  respects  adecjuate  ami  convenient 


t 


232 


ANDREWS      REPORT    ON 


outlets.  Tlio  Hrsl  ptTson  to  proscnt  ;i  (lofuiilc  project  i'or  an  nrtificial 
work,  on  an  extensive  scale,  was  (Icneral  \Vasliinp;lon.  That  great 
and  wise  man  foresaw  the  t'uiun^  imporlain-c  ofthe  country  beyonil  the 
Alleghanies,  and  the  magnitude  oTits  prosjxctive  commerce,  which  \m 
proposeil  to  secure  to  iiis  own  colony.  Bel()re  he  reached  tli(>  age  of 
twenty-one  years  he  had  crossed  the  mountains,  and  die  subject  of  a 
canal  from  the  tide-waters  ol"th(5  Chesapeake  to  the  waters  of  the  Ohio 
received  his  careliil  altcMition.  At  suljsecpient  periods  he  visited  the 
Ohio  valley,  and  presented  the  n^suhs  of  his  examination  and  observa- 
tion to  the  House  of  Burgesses  of  Virginia,  tiom  which  body  he  received 
a  vote  of  ihaidvs.  Tiie  plan  ol"  a  can;d  pro})osed  by  him  was  (>iigerly 
embraced,  and  has  now  so  lf)ng  remained  a  liivoritc;  object  that  its  im- 
portance and  ultimate  ci)nsummati<»n  have  become  traditional  ideas 
with  the  people  of  \'irginia. 

The  merits  ol'a  general  [)l;in  li»r  a  (tonmiercial  channel,  by  which  to 
connect  the  East  ami  West,  suited   to  the    wants  ol'  tlu^,   two  diftlnent 
sections  of  the  country,  were  not   involved   in   the  (juestion   ol"  route. 
Virginia,   prior   to  the  Hevolulion,  was  the  richest,  most  populous,  aiul 
most  central  of  the  colonies,  anil  her  tide-waters  most  nearly  approached 
the   navigable  waters  of  tlu;  Ohio,     it  was  lak(  n  ibr  granted  that  the 
appropriate  luute  t()r  such  a  wt)rk  lay  through  li<r  territory;  but  at  that 
time   our  ])eopK'   h;id  neither  the  engineering  skill  nor  tin-  experience, 
nor  were  th(;y  sufli«  irntly  ac(in;iiiited  with  the  topography  of  the  moun- 
tain ridge  sej)arating  the  great  western  valley  iiom  the  Atlantic  slope, 
to  decide  upon  the  ([ueslion  ol' route.    As  they  bicanu'  bettei  ac([uainted 
with  the  country,  it  w;.s  as<'ertained  that  the  best  route  lor  <i  ranulcAni- 
necting  the  navigab!-'  water-courses  separatetl  by  the  Alleghanijs  lay 
farther  north;  and  it  w.is  reserved  Ibr  New  York  first  to  realixe  itie  idea 
of  (jeneral  Washington,   and   therebv  secure  t(»  itself  tin'  vast  btiielits 
the   result   of  which   he  Ibresaw,  and  which,  betbre  the  Revolution,  he 
sought   to  secure   to  Virginia.      For  years   after   (ii'iieriil  Washington 
proposed   his   j)I;ni,  oia-  wrst(  rn  settlements  did  not  extend  beyond  the. 
Ohio;  an<l,  in  Uci,  all  tli(  eountry  wist  of  the  Mississij)[)i  was  elaimed 
by  a  tl)i<'ign  powci.     The  vasi  regions  now  lill<'d  with  a  numerous  and 
thriving   j)opnlation,   comprising   tin;  Slates  of  Ohio,  Indiana,  Illinois, 
Missouri,   bjwa,   and  Wisconsin,  we-ie   not  only  a  wilderness,   but  the 
idea  that   they  would  ever  be  denselv  occuj)ied  by  civilized  man  was 
ri'garded  as  eliinj(  rical.       The  principal  sfttlements  beyond  the  moun- 
tains were  itiosr  most  eidiliunous  to  N'irgiiiia,  and  what  is  now  Kentucky 
was  then  a  j»;ul  of  the  '-Old  Dominion.''     The  r.ipid  settlement  of  Ohio 
and  tin'  adjacent  Stiiies,  aiier  the  w:ir  of  1812,  changed  the  aspect  of 
afiairs  in  till' West.  The  prepond(M:iting  intt'rest  and  inllnenec  exieiuk^d 
norlhwa,rd  of  the  lir.-l  si  lllements,  and  the  Sliile  of  Ni'W  York  was  the 
first  to  open  an  improvt d  line  (»!'  eommerei.d  eonunnnicalion  between 
the  Atlantic  ami  the  (ireat  West.     A  canal  w.is  discovered  to  be  |)rac- 
ticable  through  her  tenitory,  and  iln-  genius  and    public   spirit   ol"  her 
statesmen   stimulated   her  legislators  to  niak(    use  of  this  advantage, 
securing  to  lar  the  chief  interi(»r  trade. 

Jt  was  not  until  after  the  eomphtion  of  the  Krie  canal,  in  bS'^.O, 
that  the  adaptability  of  riiilroads  to  thi'  uses  of  commerei'  was 
established.     These   woiks   are   tleslined   to  compett'  with  canals,  and 


COLONIAL    AND    LAKE    TRADE. 


233 


t 


even  natural  waler-courses,  as  media  ot"  commercial  intercourse.  Their 
construction  and  profitable  operation  may  be  regarded  as  practicable 
upon  all  tli(!  routes  of  commerce;  ant!  all  tlie  Atlantic  cities  have 
either  (lompleted,  or  hav(^  in  progress,  lines  of  railroads  having  the 
same  general  o!)jects  and  direction  with  the  great  New  York  work, 
by  which  they  propose  to  secure  similar  results.  These  works  are 
regarded  as  of  greater  benefit  to  the;  interior  portions  of  the  country 
than  to  ihe  cities  which  are  their  termini  upon  our  navigable  water- 
courses. Their  construction  is  now  the  absorbing  topic.  They  will 
one  day  become  the  ordinary  highways  of  transit  tor  property  as  well 
as  persons.  A  satisfactory  view  of  the  commerce  of  the  country, 
then>lbrf,  necessarily  involves  a  description  of  them,  as  its  ftiture 
channels. 

It  is  also  important  that  the  uses,  objetMs,  and  influences  of  public 
works  in  developing  the  resources,  in  stinndating  and  in  giving  new 
din;ctions  to  the  commerce  of  the  (country,  should  Ik;  thoroughly  under- 
stood, both  as  lending  to  correct  h\gislation  in  conmiereial  aflairs  and 
as  securing  to  these  enterjjrises  that  degree  ol'  public  confidence  to 
which  they  are  entitled.  As  herelotbre  stated,  at  least  $80,000,000 
are  now  annually  re(iuired  to  carry  f()rward  works  in  progress,  and  to 
me«'t  the  demand  of  new  ones  as  they  may  arise.  Of  this  sum, 
$50,000,000  are  borrowed  tilher  of  the  eapitalisls  of  this  country  or  of 
Eurc^pe,  at  rates  ot  interest  averaging  troin  0  to  10  percent,  per  animm 
f()r  M  seiies  ol  years.  A  large  sum  is  in  this  luainier  added  to  the  cost 
of  these  works,  which  might  be  saved  were  the  public  mind  j)roperly 
eidighltiHd  as  to  lh(>ir  productiveness,  as  iinesttnents  of  capital,  and  as 
to  their  inlliK'iiee  in  in(.'reasiiig  national  wealth  and  pr<!Sj)erilv. 

This  re\  iew  of  railroads  and  canals  will  commence  with  a  notice  of 
those  ot  Niw  Yolk,  till-  piiineer  Stale  in  successful  achievements  fin  a 
large  stale,  in  noticing  the  works  of  other  States,  a  geographical 
rather  than  ehronoionical  order  will  be  obsiaved.  Only  the  leading 
lines — such  as  are  in  some  measure  idtnlilied  with  the  conmierce  of 
the  country — will  be  particularly  described  ;  and  where  works  are  still 
in  pr.)gress  the  icsults  predicated  ottheiu  will  be  stated. 

Following  the  notice  is  a  bri(  t  consideration  of  raihoads  in  their 
I'Conomictil  aspects  and  results,  a  matter  esteemed  of  eipial  if  not  greater 
importance  than  a  detailed  de.;.'ription  ot  the  works  themselves. 


NKW  YORK 


<   H 


Population  m  KS;30,  l,01,S,t;(KS ;  in  1840,  2,-1 -28.92 i  ;  in  1850, 
3,097, 3fM.     Ar<'a  in  S(piare  miles,  4(5,000;  inhabiiants  to  square  mile, 

«7.;3;{. 

Krit  iiiiuil. — Although  it  was  known  ai  an  early  period  llial  a  iiivor- 
able  route  liir  a  canal  iiom  tide-water  to  the  lakes  exisl<'(l  in  the  valh^y 
of  the  Mohawk  river,  it  was  not  until  J8l(l  that  the  project  received 
particular  attention  iiom  the  authorities  of  the  State  of  New  York.  In 
that  \ear,  the  governor  ol  the  Slate,  the  Hon.  D.  1).  Tompkins,  in  his 
annual  message  to  the  legislature,  recommended  tlu'  construction  of  a 


ii 


\\\ 


234 


ANDREWS     UEPORT    ON 


ftl 


canal  from  the  Hudson  river,  at  Albany,  to  Lake  Erie.  This  recom- 
mendation was  favorably  received,  and  after  a  protracted  discussion  as 
to  the  plan  which  should  be  ])ursued,  the  work  was  Ibrmally  com- 
menced on  the  4th  of  July,  1817 ;  and  on  tiie  26lh  day  of  Octoijer, 
1825,  the  canal  was  completed. 

Previous  to  the  construction  of  the  canal  the  cost  of  transportation 
from  Lake  Erie  to  tide-water  was  such  as  nearly  to  prevent  all  move- 
ment of  merchandise.  A  report  of  the  committee  of  the  legislature,  to 
whom  was  referred  the  whole  subject  of  the  proposed  work,  consisting 
of  the  most  intelligent  members  of  that  b(Klj%  dated  March  17,  1817, 
states  that  at  that  time  tiie  cost  of  transportation  J'rom  Bulfalo  to  Mon- 
treal WHS  S30  per  ton,  and  the  returning  transportation  irom  $60  to 
$75.  The  expense  of  transportation  from  Buflalo  to  New  York  was 
stated  at  $10{)  per  ton,  and  the  ordinary  length  of  passage  twenty 
days;  so  that,  upon  the  very  route  through  which  the  heaviest  and 
cheapest  products  of  tiie  West  are  now  sent  to  market,  the  cost 
of  transportation  equaUcHJ  nearly  thrc  times  the  market  value  of 
wheat  in  New  York;  six  times  the  value  of  corn;  tudvc  times  the  value 
of  oats;  and  i'ar  exceeded  the  value  of  most  kinds  of  cured  provisions. 
These  f;icts  afford  a  striking  illustration  of  the  value  of  internnl  im- 
provements to  a  country  like  the  United  States.  It  m.iy  be  here  stated, 
as  an  interesting  f;ict,  that  prior  to  the  construction  of  the  Erie  canal 
the  wheat  of  wesU^i  n  New  York  was  sent  down  the  Husijuehanna  to 
Baltimore,  as  the  cheapest  and  best  route  to  niiuket. 

Although  the  rates  of  transportation  over  the  Erie  canal,  at  its  o{)en- 
ing,  were  nearly  double  the  present  charges — which  r.iiige  from  $3  to 
$7  per  ton,  according  to  the  character  of  the  Ireight — it  immediately 
became  the  convenient  and  favorite  route  f()r  a  large  portion  of  the  pro- 
duce of  the  northwestern  .Stiites,  iind  secured  to  the  city  of  N(  w  York 
th(!  position  which  she  now  hokls  as  the  emj)()rium  of  the  cont('dera(;y. 
Previous  to  the  oprning  of  the  ciinal  \\h)  trader  ol"  the  West  was  chielly 
carried  on  through  the  cities  ot  IJaltimorj"  and  Philadelphia,  particu- 
larly the  hitter,  which  was  ;it  thrit  time  the  lirst  city  in  the  I'liited  Stutes 
in  popul.ition  and  weidth,  ;ind  in  the  amount  of  its  intt>rn;d  commerc(i. 

As  soon  as  the  hikes  were  reached,  the  line  of  na\  igable  water  was 
extended  through  them  n(\'irly  one  thousand  miles  fiirthcr  into  the  in- 
terior. The  w(  stern  St;it''s  immediatelv  connnenced  the  construction 
of  similar  works,  l(>r  the  purpose  of  opening  a  commuiiie.ilion  irom  the 
more  renio'.'  portions  of  their  territories  with  this  great  water-line.  All 
these  woiks  took  their  direction  and  ehiiraclrr  liom  the  Erie  canal, 
which  in  this  niMimcr  bcciinie  the  outlet  l(»r  nlniost  the  greater  part  of 
the  West. 

It  is  diliieult  to  estimate  the  influence  which  this  canal  lins  exerted 
upon  the  commer<'e,  growth,  .-ind  prosj)erity  of  the  whole  country,  tor 
it  is  impossible  to  iniagiiu^  what  would  have  been  the  stale  ot  things 
without  it.  lint  l()r  this  work  the  West  would  have  held  out  tew  in- 
ducements to  til*'  settler,  who  woidd  have  li.ive  been  without  a  market 
f()r  bis  most  im[)ort;Mit  j)roducts,  and  consei|uentlv  without  the  means 
of  supplying  many  f>f  his  most  <'ssentiMl  wants.  Thiit  portion  of  the 
countiy  would  have  remained  comparatively  «uisettled  up  to  the  pres- 
ent time;  imkI,  where  now  exist   rich  and  populous  connnunities,  we 


COLONIAL   AND   LAKE    TRADE. 


235 


m- 
as 
m- 
er, 


should  find  an  uncultivated  wilderness.  The  East  would  have  beca 
equally  without  the  elements  of  growth.  The  canal  has  supplied  it 
with  cheap  food,  and  has  opened  an  outlet  and  created  a  market  for 
the  products  of  its  manufactures  and  commerce.  The  increase  of  com- 
merce and  the  growth  of  the  country  have  been  very  accurately  mea- 
sured by  the  growth  of  the  business  of  the  canal.  It  has  been  one 
great  bond  of  strength,  infusing  life  and  vigor  into  the  whole.  Com- 
mercially and  politically,  it  has  secured  and  maintained  to  the  United 
States  the  characteristics  of  a  liomogeneous  people. 

It  will  be  seen,  by  the  following  tabular  stntement,  that  the  growth 
of  the  city  of  New  York  in  population,  wealth,  and  commerce,  has 
nearly  kept  pace  with  the  increase  of  the  business  of  the  Erie  canal 
antl  the  progress  of  the  western  States.  The  tables  show  the  intimate 
relation  of  this  great  work  to  the  commerce  and  prosperity  of  the  coun- 
try, and  that  to  maintnin  a  large  foreign  commerce  it  is  necessary  that 
a  city  should  have  a  large  domestic  trade. 

They  also  indicate  the  annual  tonnage  of  the  canal ;  the  value  of 
produce  and  merchandise  passing  tf)  and  trom  tide-water ;  the  tonnage 
and  value  of  produce  received  at  HufUdo  and  Oswego  from  the  western 
States;  the  number  of  annual  locknges  on  the  canal;  the  foreign  arrivals 
at,  and  tonnnge  of,  tlie  ports  of  Boston,  Nc^w  York,  Philadelpliia,  and 
Baltimore;  the  value  of  exports  and  imports  of  each  of  these  cities,  their 
inci  in  wealth  and  population,  and  also  the  increase  of  the  popula- 

tiou  ,,      le  western  Stales  since  1820. 


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«  1—  —  »-•  « 1^  c>  (51  •«  I  - '—  k";  I-  ti  CO  I-  1-H  lo  fo  JO  ""t  CJ  «o  X  .-« c-i  ic  ^  c- »-  <?» 
«r  ^^ ro"  -vi '/"  cT  a>  ^  ^  t'  »rs  -' it'  *"  ift"  '/T  t-r" orT ^^ cr'  1  - 1--*" irT ic  *' 'n'"  "-I^  ■='  <— '  Mt' ►  - 

•^  »  M  5»  I-  vj  «  ^  H"  ts  «i  «c  <(t  01  ■?!  05  -4  Ci  *i  *c  00  f-r  'X  I-  o  k*: »-- 1—  :.  CO  o> 

-^  -^'"  't'"  ■-/  ■'  >>*  'f  -¥  N.'  wS  -?  f  — '  t  -  -ri  i.^*"  -f  t^'  -*'  (J  r  vf  r^  t7  'm'"  i'y'^  «©  oT  •-?  ■"a'  '^  -t  '■'^ 
.rt  tt)  (o  ed  o»  I- 1-  <o  •*  I- »-  cr  r  —  —  -m  »-<  —  ^  ^^i ,-.  5»  05  —  5  =  S  -75  ■^  'f  ■« 


/•  '-d  c^  F-  rr  h-^  ^  lA  Si  cv  ^  f-  <3>  •-  ?i  —  'r"M  Oi  I-  «  o  "I"  to  ?:  w  c: «-  1-H  o  ;;■ 

Ml-  /;  o  n  o>  ??  •—  /  -M  '/  'Tt  ^  -t  'C  »-  t-  r-  oj  rft  ir;  I-  «  i  /  —  (?i  ^  -  :;  --o 

o  *>  -f  '-'  s-i  —  CO  s  z  t*  '^1  ■-  c  •*  r-  t.t  -t  ?»  -t"M  ci  c  -r  «c  r-  Oi  "f  o  ^1  o  a» 

•*'3>'-?r^'  -r.'yJ— *"—*" I -'rf.r;'" o' —'/'£)' -o  -'  tri 'C  y  ji -^  -^i 'il  r:' *-^ '^  r' ^  z^  t;;; 
O  f*  b-  J3  a.  1-  »-  X  t£»  to  a»  C>  -  ^  «  h-  "rt  Oi  k*  C;  -Jl  g.  ■^  i  ^  ^  >»  -+«  -r  I-  = 


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;  A  iS  »6  »S  o  A  i^  to  ri  -r  c  i  5  ^  i  3  .(^  -  5i  =  =r  t-  r:  ^  o  r;  ct>  o>  © 

.  tJ't.H-'i.'iJ'i  .'i.'-^r^'f  .'  c'c*»^'c'  ~'  ='»--' '^r'l';':t'?i  c'r-  -*■  *I  -m'— ''-s  o 

■  to  5?  r*  X  w  w  X  ? I  *-*  r  *!  /■  ^  -f  f  -»!■  •x  -r:  *.-  c  o  x  r:  1  -  v:  «  '/  -m  »-« 


■'TCI- 

■tit  CO 


■tib 


o      I 

>     ! 


.  .  .  -o  ■  —  t?.  "  T  -r  «•  f  I  -  —  cc  't^  r  —  =  o  =r  'c  '/  I-  r  .-  te  t-  -t?  to  rtj 

■  •  r-  ■  r>  ■>*  :<  tj  -.  ^  —  ■/  —  r  ti  o  'f  "  —  ^»  ~  ■  -  rf  —  "   n  -m  Ci  —  rt 

•  ■  -J  ■  I-  5;.  »,  :.  o  ^1  tc  •-. ..-:  t-  r*-  X  o  -t .-  ^^  -,  c  i  r:  T  :^  -  _  -^  « 

•  •  •  k^  ■  r-  «  c.'x  o  *  *!  t-*  r*  x'-— '»-*  ri^^rW  •*' ti  ff*'  *''/*  ^i' -M*  *»' H-' h'T* '/J 
.  .  ■ , .  ■■-.-"       r  -7   -  r»  •♦■    i  ^  -*•.■:'/  ?^  e^  r  -M  '£  rr  fc*  »-»  —  r  r- 

.  .  _  •  »r  ^1  -  r  t^i  *i  ?:  f  fct  I-  o  »-  ^  /.  ji  »-  >y  -M  Ci  ri  ji  ^  r-  *-»  -  ^ 

•  •  ■  m'  •  I-  -ri  "f  — 'rt'o' 'O-i"*^"*  r'C!r':^''-ti'»r''M'— 'r.'cj'o'c»'-r'i-  •t  •-?  t«'  o^ 

■  •  ■  r  •  i  —  •-  —  ^i  ■?:  ■^  w  /  —  i"  ti'  t-  'o  o  o  r"  -M  '^7  x  -^  -•  k-t  t-:  r  fi 

■  •  ■  •  ^-i  •-*  I--  «  —  t-«  f-  ^  ri  5J  CC  C^  ;*  Cl  ^^  31  2-1  ^  i^  i?4  ?l  Tl  Jl  i?l  ?»  93 


B 

s 


53^-2 


C'-'^i'ir^ifttci-TO*  T^  —  ^ix^O***-  '"C*  r  —  '^J7?•*lOtc^-■^o*c••- 
Vi  -T  ■»  f/'  X  '/)  -x  -/J  r  df)  f  'Z  y   /  r/  (rZt^^  /  >r.  cr  ir-   •    <x  ./>  cr  .■»>  r/  -jr>  (^j  ^  l 


240 


ANDREWS     llEPORT   ON 


The  foroi 


show,  th 


Ih 


)fHrihi 


ivnnco 

ilv    Slil 


statements 
IMiihulelphia  have  made  a  raj 
comiiierci'  lias  remained  ve 
years,  jjroNUig  most  coni-hisivf-ly  tluii  a  lnviiv  Jhnigii  comuietrc  ean 
only  be  uiaintjiiiied  by  a  city  th;it  is  able  to  make  liersclt'the  depot  of 
the  domestic  prodiii-ts  oi'the  eonnliy. 

Th(!  Erit!  (Miiid  seemed  to  the  city  of  New  York  llie  trade  of  the 
interior,  bee.'iusc  it  oeeupied  the  only  route  pr.'ietieable  li)r  siieh 
a  work.  So  lonij,  theret()re,  as  canals  continued  tiie  most  npproved  of 
known  modes  of"  tr;insp(»rtalion,  the  superior  position  of  tliat  city  in 
rclerenee  to  the  inlern.d  trade  oi*  the  country  remiiined  unciucstioncMl. 
Such  is  now  no  lonu;er  the  case.  For  travel,  nnd  li)r  the  transport- 
ation of  certain  kinds  of  merchimdisc,  the  supriioiity  of  r;iilro;ids  is 
admitted.  It  is  also  clnimed  tlint  th(>y  i-an  succes;-(ully  compete  with 
the  canal  in  he;ivy  frciulils.  Jlo\sevcr  this  niiiy  be,  th(;  correctness  of 
the  assumjjtion  is  admitted  by  the  construction  ol'  railroiids  parallel  to 
all  the  caiic'ils,  l()r  the  purpose  of  (ompr liiiu;  fr  the  business  of  the  lat- 
ter. The  conviction  is  now  almost  uiiivirsal,  lh;il  commerciiil  supiem- 
aey  is  to  be  secured  nnd  maintiiined  by  this  new  agency,  which  neu- 
tralizes, to  a  great  extent,  tlx-  advantages  nrising  from  the  accidents  of 
position;  and  that  the  cohuik  rt-e  ot'  the  country  is  >tiil  a  prize  tor  the 
competition  of  all  cities  whii-h  may  (;hoose  to  enter  the  lists.  In- 
fluenced l)y  these  views,  all  the  great  commercial  towns  have  either 
comphncd.  or  are  constructing,  stupendous  lines  of  railroad,  with  the 
i;onlid(Mit  expectation  ol"  securing  to  nuli  a  portion  ot'  the  trade  which. 
up  to  the  present  tii/ie.  has  been  almost  entirely  monoj>olized  by  mu. 

It  is  proper  to  .-talc,  that  tin-  people  of  New  Voik.  in  view  ot'  the 
competition  and  rivalry  with  which  they  are  threatened,  have  (let(T- 
mined  to  eoniplett;  the  enlargeinenl  oi'the  Erie  canal  within  the  shortest 
practicable  period.  Jt  i>  cakailated  that  this  enlingement  can  be  com- 
pleted within //ovf  years   after  it   shall   be   undertaken.     The  enlarged 


can  d  will  allow  the 


of  boats  of  22-1  tons  burdeii,  or  three  times  the 


capacity  oi"  those  now  i  uiployed  ;  and  will,  it    is  estimated,  reduce  tl 
cost  of  transporting  a  barrel  of  Hour  I'rom  Bufliilo  to  Albany  to  twenty- 


ive  cents,  aiK 


lotl 


ler  men 


hand 


ise  m 


lik 


)ro|)ortion. 


pro] 


is  the  eaiiii 


1  is 


abuntlanlly  suj)plicd  with  water,  the  only  limit  lo  its  capacity  is  the 
time  retphred  li)r  pasning  boats  through  the  locks.  It  is  calculated  that 
an  average  of  :J(), 1)00  boats  can  be  locked  each  wav  during  the  busi- 
ness seas(tn.  Allowing  each  bout  to  be  fullv  loadtd,  the  total  loiniag(; 
capacit"  of  the  enlarg<'d  canal  would  e(|ual  I  l,()-h"^,000  tons.  Hut  as 
the  |)roi)f)rtion  of  down  to  ui)  tl«'i''lils  is  as  linn"  to  one,  the  avc  ra<j;t;  ti'U- 


[)ropf 


n 


ige  of  the  boats  is  eslimatt'd,  in  the  reports  of"  the   State  engineer   !(>r 
bS-Ol,  at  .1-10  tons  tin-  each    boat,   which,  titr   r>2,000   boats,  would  gi\e 
innual    movement    ol'  7, '2-50, 000  tons   as  the   total   eapaeitv  of  the 


an 


canal,  or  .O.iS'J-J.OOO  ton,-  down,  and  l,40fi, 000  tons  up  freight.  It  is  esti- 
mated that  upon  the  enlaiged  canal  the  cost  <tf  transportation,  embra- 
cing tolls,  will  be  reilueed  to  live  mills  pi  r  ton  per  mile  upfMi  ordinary 
merchandise,  or  to  ?5 1  S'i  per  ton  fitr  the  entire  distance  from  Albany 
to  HiiHiilo. 

C/i'implniri  niviil. — This  work,  though   originally  constructed   t()r  the 
aeeommo(lati(Mi  ot' the  trade  of  the  country  bordering  u[)on  that  lake, 


COLONIAL    AND   LAKE    TRADE. 


241 


bids  fair  to  Ijconmo  an  important  avcnuo  for  the  trade  of  the  St.  Law- 
rence basin.  This  lake  is  now  connected  with  the  St.  Lawrence  river 
at  0<r(iensburfj;,  above  the  rapids,  by  the  Ogdcnsbur/;^  or  Northern  rail- 
road ;  at  Motilrcid,  by  the  Chamj)hiin  and  St.  Lawrence  railroad  ;  and 
will  sooti  have  a  fartluT  connexion  at  Lachinc,  by  mcuins  of  the  Platta- 
burj?  and  Montreal  railroad,  now  in  progress  of  construction.  It  is  also 
connected  with  the  St.  Lawrence  river,  at  the  month  of  the;  Sorel,  by 
means  of  the  Cliambly  canal.  Through  this  last  channel  the  State  of 
New  York  now  r(;ceiveg  a  large  and  annually  increasing  amf)unt  of 
lumber.  The  Ogdensburg  railroad  was  built  expressly  t(>r  the  pur- 
pose of  diverting  a  portion  of  the  trade  of  the  St.  Lawrence  at  that 
point,  and  it  is  reasonable  to  suppose  that  all  the  roads  named  will,  in 
time,  be{;ome,  in  conn(!xion  with  the  lakes  and  canal,  important  out- 
lets l()r  western  traih'.  They  promise  to  open  not  only  clu^ap,  but  ex- 
peditious routes,  which,  in  a  press  of  business,  must  be  well  patronized. 
It  may  be  staled  here,  that  the  proposed  ship-canal  from  Caughnawaga 
to  Lak(^  (!)haiiiplain  will  open  a  |)ra(;ticable  route  li)r  the  largest  class 
oi"  vessels  from  the  upi)er  laki-s  to  Whiti'hall,  within  seventy-live  milei 
of  tide- water. 

As  the  route  of  the  proposed  canal  is  remarkably  favorabh%  and  aa 
it  cati  b''  ti'd  froi'n  the  St.  Lavvreiu^e,  and  built  at  a  moderate  expense, 
it  is  believed  that  it  must  be  constructed  at  no  distant  day. 

Ilailronds  of  New  York. 


Hdilroadu  from  AVmvy  to  Biiffulo. — The  first  continuous  line  of  rail- 
road lo  coiuicet  lh(!  lakes  and  tide-water  was  that  from  Albany  to 
Bullido,  fbllnwing  very  nearly  the  route  otllu^  canal.  As  it  was  a  pri- 
vate ent(!i  prise,  and  catrK!  into  tlirect  competition  with  the  Slate  works, 
tlie  canal  tolls  were  imposed  upon  the  carriage  of  all  freight,  in  addition 
to  the  cost  of  transportation.  From  this  source  the  State  has  dt>rived  a 
large  revenue.  This  tax  has  had  a  tendency  to  confine  the  business  of 
the  road  to  the  less  bulky  and  mor(!  valuable  articles  of  freight,  and  to 
those  of  a  perishable  nature.  Th(>  tax  was  removed  on  the  lirst  of 
D(;ceml)er,  bSOl,  by  an  act  of  the  legislature  ;  hence  the  road  is  novr 
brought  into  tree  comjtetition  with  the  canal,  and  has,  during  the  pres- 
ent season,  carried  Hour  i'rom  liuHiilo  to  Albany  for  sixty  eeiUs  per 
barrel,  which  is  nearly  fifty  cents  bcilow  the  average  price  by  canal  f()r 
nearly  twenty  years  subseciuent  to  its  opening.  The  (piaiuily  of  freight 
is  still  restricted  fi)r  the  want  of  sufficient  equipments  and  suitable 
accommodations  f()r  receiving  and  storing  it,  particularly  at  Albany. 
This  fact  operated  as  a  serious  drawback  on  the  past  winter's  oper- 
ations. Till!  necessary  facilities  f()r  business  will  soon  be'  supplied, 
and  th(!re  can  be  no  doubt  that  the  railroad  will  (>ngage  in  a  Luge  car- 
rying business  in  direct  competition  with  the  canal. 

Tlie  abov(!  road  will  soon  have  practically  a  double  track  l()r  iti 
whole  line.  It  already  has  such  from  Albany  to  Syracuse.  From  the 
latter  place  a  new  road  is  nearly  compU;ted  to  the  Niagara  river,  couv- 

I)osed  of  the  straight  line  between  Syracuse  and  Rochester,  and  the 
Iwchester  aiid   Niagara  Falls  road.     Its  capacity  for   business  will, 
16 


:::^(l 


242 


ANDREWS     REPORT    ON 


!  ? 


theref()ro,  be  unlimited.  It  connects  with  Lake  Erie  nt  Buflalo;  and  with 
Lake  Ontario,  tluniigii  brMuclies  already  in  operation,  at  Saekett's  IL-ir- 
bor.  Cape  Vincent,  (Iswego,  and  Levviston;  and,  by  lines  in  progress, 
at  Great  and  Little  kSodus  bays,  and  at  Rochester.  By  presenting 
numerous  points  of  contact  with  western  trade,  it  will  eseapf;  all  tlu; 
inconv('ni(>nce3  of  too  great  a  concentration  of  business  at  anyone  point, 
and  will  be  en.uhlcd  to  ofI(.'r  great  facilities  tijr  the  ch<;ap  and  easy 
transport  of  freight. 

At  Albany,  it  will  connect  with  the  Hudson  river  and  Harlem  roads, 
the  t!)rmer  of  which  will  be  a  doable  track  road.  In  eonnrxion  with 
these  a  d;>uble  track  will  bn  fluiiKHl  from  Xcw  York  to  Bnlliilo,  and  to 
various  points  upon  Lake  Ontario.  At  lki(};ilo  this  line  is  carried  l()r- 
ward  to  the  roatls  of  Ohio  by  the  Lake  Shore  road.  Tlie  gnat  western 
roads  of  Canada,  now  in  progress,  will  llirin  a  {(uniexion  widi  Detroit, 
by  way  of  the  north  shore  of  LMk(^  Kii{  .  From  Detroit,  the  Michigan 
Central  railroad  is  eomplcti'd  to  Cliicai^o;  ns  is  the  Michigan  Southern 
from  Monroe;  so  that  by  January,  1851,  Nv.w  York  will  have  two  par- 
allel lines  of  railroad  to  Chicago,  each  <»f  which  will  be  about  one 
thousiuid  miles  long.  From  Chicago  to  the  Mississippi  river  two  im- 
portant roads  are  in  progress — ihc  (Jaleiia  and  (Miicago,  and  the  lloek 
Island  and  Chicago,  both  of  which  will  be  conn>lcted  in  the  course  of 
18.>3.  The  length  of  these  lines  will  be  about  one  hundred  and  eighty 
miles  each. 

Although  the  earriag(>  of  liciglit  has  been  denied  to  the  above  line, 
except  on  payiuent  of  canal  tolls,  wliicli  ainounls  to  a  virtual  proliibilion 
oi' many  artieirs,  it  has  exerted  an  iiilliience  on  tlx-  growth  and  pros- 
perity ol  New  York  second  only  to  that  exerted,  by  the  Krie  canal.  In 
connexion  with  the  great  lakes  and  the  western  lines  ol  in)pro\ement, 
it  commanded,  as  soon  as  opened,  the  travel  between  the  Atlantic  States 
and  the  West  and  S(»uthwest,  and  concentrated  this  travel  uj)on  that 
cit}',  which  in  this  manner  became  a  necessary  point  in  tlx;  route  of 
every  western  or  southwestern  merchant,  visiting  the  eastern  States. 
The  resvdt  was,  the  introduction  to  merchants  of  that  city  of  a  larg(; 
class  ofcountr}'  traders,  who  would  (Otherwise  have  continued  to  pur- 
chase at  j)oints  where  they  had  been  })reviously  accustomed  to  trade. 
By  passing  through  New  York,  the  whole  business  jtopulation  of  the 
country  established  business  relations  more  or  less  iutimati;  in  that 
city. 

Eric  raihoml  atid  i(s  branches:. — The  Krie  ri.ilroad,  unlike  the  Central 
line,  was  planned  and  has  been  executed  with  special  reli'reiiee  to  the 
acconnnodatif in  C)f  the  trade  between  New  York  and  tlai  West.  It  is 
the  gr(^atest  work  ever  altemj)ted  in  this  country,  and  its  construction 
is  the  greatest  achievement  of  the  kind  yet  realized.  The  road  .and  all 
its  structures  are  on  the  most  couiprehensive  scale,  and  its  facilities  lor 
business  are  fully  ecjual  to  the  magnitude  and  object  of  the  work. 

As  the  lake,  on  the  one  hand,  and  the  Hudson  river  on  the  other, 
are  approached,  the  road  spreads  out  into  a  number  of  indej)endent 
lines,  t()rming  at  each  terminus  a  sort  oi'  delta,  to  accommodate  its  im- 
mense business.  Its  outlets  to  tidi'-watc^r  are  at  Newburgh,  I'ier- 
mont,  and   Jersey  City.     At  the    two   Ibrmer   places   the   company 


COLONIAL   AND    LAKE    TRADE. 


243 


tiiulc. 

of  tlio 

in  llml 

Contral 
V  lo  the 
.     It  is 

I  ruction 

1  :uk1  all 

lilies  li)r 

U. 

i(>  other, 

"pcndciit 

(;  its  ini- 

rb,   Pier- 

coinpfiny 


have  extensive  grounds  for  the  rrerption,  storing,  and  forwarding  of 
inorcliandise.  With  only  one  terminus,  it  would  ho  impossible  to 
uccornmodatc  its  immense  business  without  great  confusion  and  delay, 
and  greatly  increased  cost. 

On  the  western  portion  of  the  line,  as  soon  as  the  Susquehanna  val- 
ley is  reached,  important  lines  radiaU;  from  the  m.iin  trunk,  striking  the 
lakes  at  all  the  pomfs  above  niuned,  and  at  Dunkirk  in  addition.  The 
more  im[)ortant  of  tlies(?  branches  nre  the  Syracuse  and  Ijinghampton, 
in  coiniexion  with  the  Syriicnse  and  Oswego  road  ;  the  Cnyuga  and  Sus- 
quehaiuia,  in  connexion  with  the  L:ikc  Ontiirio,  Auburn,  and  Ncsv  York 
road;  tlu^  Can;indaigua  and  Corning,  in  eoniuixion  with  the  Canandai- 
gua  iuid  Niagara  Falls  road;  the  liidlido.  Corning  and  New  York,  and 
ihe  IkilJido  and  New  York  City  rjiilroads. 

By  mea,  s  of  all  these  f'cders,  the  trade  of  the  West  will  be  inter- 
ce[)ted  at  iilm(»st  every  important  [)oint  on  Lake  Erie  and  Ontario, 
arul  collected  and  l()r\varded  to  the;  great  truidi  line.  iSIcaiures  are 
nlso  in  progress  to  connect  the  Erie  road  widi  Erie,  Pennsylvania,  by  a 
line  running  direct  from  liittle  Yalley;  and  with  Pittsburg  by  means  of 
the  Allegheny  Valley  railroad.  It  is  haidly  possible  to  conceive  a  road 
with  more  liivorable  directioi  and  comiexions,  possessing  capacities  f<)r 
a  more  extensivcr  business,  or  one  tli;it  is  di'stnied  to  bear  a  more  im- 
portant relation  to  the  commerce  of  the  whole  country. 

This  road  was  o[)ened  l(»r  business  only  on  tiie  lirsl  of  June,  1851. 
It  has  not,  therelbre,  been  in  o{)eration  a  sullicient  length  of  time  lo 
supj)ly  any  salisfictory  statistics  as  to  ils  ()robal)le  inllnence  upon  west- 
ern connnerce.  So  far  as  its  business  and  revenues  are  concerned,  it 
has  exceeded  the  most  sanguine  expectations. 

In  this  comu'xion  it  may  be  stated  that  another  v(>ry  important  out- 
let from  the  Erie  road  to  tide-waler,  the  AUkhdj  aiul  Si;s(ju(hn>iii(i  rail- 
road, is  about  to  be  conniictu'cd  ;  the  nu  aiis  to  construct  which  have 
tdready  been  secured.  The  distance  from  Binghampton  to  Albany  by 
this  route  will  be  l\'i  miles,  again>t  2'2i  to  New  York  by  the  Erie  road. 
From  Binghampton,  going  east,  i-onunence  the  most  (lillicult  antl  ex- 
jiensivc  portions  of  the  Erie  road,  involving  high  grad<'s,  short  curva- 
tures, and  a  much  greater  cost  of  o{)era  ing  the  road  per  mile  than  the 
portion  oft  he  line  west  of  that  point.  I'rom  Binghampton  to  Albany 
the  route  is  very  direcl,  and  the  grades  tavor.able  ;  and  there  can  hr  no 
doubt  that  a  considerable  portion  of  western  frt'ighls,  thrown  upon  the 
Eric  road,  will  iind  its  way  to  tide-water  over  the  Albany  and  Susciue- 
harma  road.  Such,  particularly,  will  be  the  (;ase  with  treighl  which  is 
designed  tor  an  eastern  market.  The  large  number  of  railroads  con- 
verging upon  the  Susiinehanna  valley  renders  the  Albany  and  Sus(jue- 
hanna  road  highly  necessary,  to  relieve  the  lower  portions  of  tlu;  i()rmer 
from  the  inmiens(!  volume  ot'  business  that  will  be  collected  u})on  the 
main  trunk  from  all  its  tributaries. 

Th(!  best  commentary  on  the  importance  of  the  last  named  project 
is  to  be  t()und  in  the  action  of  the  city  of  Albany,  which  very  recently, 
in  her  corporate  ca[)acity,  made  a  subscription  to  its  stock  to  the  amount 
of  $l,000,()()t),  in  addition  to  large  private  subscripti(»ns. 

The  lidlowing  table  will  show  the  cost  of  the  oublic  works  of  New 


:'■■    H 


244  ANDREWS*    RBPORT   ON 

York  wliicli  luivo  been  constructed,  or  nni  i;.  ./fttpfroM,  wifli  ii  viow  to 
their  becoming  avenues  of  iIjc  trade  between  tlu:  Kuat  and  l\\r  West : 

Erie  nnd  Cli.implniM  eun-'ds $2(;,(HH),()0n 

Ainoutil  estinuited  l(>r  eoniphiliim  of  Erie  canal !),()()(), ()()() 

Hudson  river  railroad 12,()()(),()()() 

Ilarletn  railroad 4,S7.'},.'}17 

Utiea  and  Sclieneetady  railroad 4,  I4'},1)1S 

Albany  and  Sflieneetadv  railroad 1,740, 41!) 

Syracuse!  and  Utiea  railroad 2,.'j7(),8J)  F 

Itoeliester  and  Syracuse  railroad,  (both  lines) (),4(I4..'J()2 

Ilullldo  and  Uoclie-sler  railroad 2.2-v'.S,i)76 

Roeheslrr  and  Niagara  Falls  railroad l,(;()0,()()0 

Oswego  and  Syracuse  railroad /jSS,7()8 

Uoine  and  Watertown  railroad l,.'j()0,()()0 

SaeUett's  Harbor  and  Ellisburg  railroad ;i.')(),()0() 

New  York  and  Erie  railroad..' 2(),()()(),()()() 

Canandaigua  and  Niagara  Tails  railroad 3JA)0.(H)0 

liuflJdo,  Corning  atid  New  York  railroad 2,()()(l,()l)0 

KuHido  and  New  York  city  railroad l.rjOl),!)!)!) 

Albany  and  Suscjueliaiina  railroa^i 4,<'irj(),()()0 

ll(),ll(),()Sl 


Note. — The  cosf  of  the  Sodus  bay  and  Southern,  and  lli(>  Lake  On- 
tfirio,  Auburn  and  New  York  railroad.-),  cannot,  in  the  present  stage  ol" 
their  alliiirs,  hr  estiniaf<(l  with  sulli.-liail  aeeuiacy  to  give  iIk  in  a  place 
in  the  above  tabk-.  The  cost  of  the  Itoeliester  and  Syracuse  road  is 
estimated. 

Railroads  f/om  the  citij  of  New  York  to  MnvtrciiU  Caniida. — The  roads 
that  make  u|)  tin;  lint"  iiom  the  city  of  New  York  to  Montreal  consti- 
tute a  very  important  route  of  commerce  and  trav(4.  Tlu'  city  ot  Mon- 
treal is  \.\iv  commercial  emporium  of  the  Canadas,  and  is  a  large  ;iii(l 
flourishing  lowti.  It  lies  very  nciarly  north,  and  at  a  distance  ot  about 
lijur  luindicd  miles  from  New  York.  Tlu;  roads  which  (MHineci  thes(? 
(tilies  li(;  in  th(!  gorge;  which  divides  in  two  the  great  mountain  raiigc! 
extending,  unbroken,  except  in  N(!W  York,  neaily  from  tlu;  (iulf  of 
Mexico  lo  the  (julf  of  St.  Lawrence.  This  basin,  or  gorge,  is  occu- 
pied by  the  Hudson  river,  Lake  Champlain,  and  tlu;  outlet  of  the  latter 
lo  the  St.  Lawrence — the  river  Sorel.  The  route,  as  will  be  seen,  is 
remarkably  direct  and  liivorable,  as  far  as  its  j)hysical  characteristics 
are  concerned ;  and  as  it  coimects  the  comuiercial  metropolis  of  this 
continent  with  the  great  city  oi'the  St.  Lawrcince,  and  traverses  a  con- 
stant succession  ol"  large  and  (iourishing  towns,  its  importance  will  be 
readily  appreciated. 

This  great  route  is  made  up,  l()r  a  large  portion  of  the  distance,  of 
two  distinct  lines.  The  first  link,  froui  New  York  to  Albany,  is  com- 
posed of  the  Hudson  river  and  Harlem  roads;  the  second,  from  Albany 
to  Itutland,  Vermont,  is  made  up  of  the  Troy  and  Boston,  and  Western 
Vermont  roads,  and  the  Albany  and  Northern,  and  Rutland  and  Wash- 
ington roads.     From  Rutland  only  one  line  is  in  operation,  composed 


COLONIAL    AND    LAKB    TRADK. 


245 


cf  ilio  Tfiitlfind  nnd  Biirlinpton,  Vormnnt  nnd  Ciinndii,  nnd  Clinmnlnln 
find  St.  I,;i\vr('li('<!  rojids.  A  niiid  is  also  inojcctcd  iipdii  ihr  west  Ixiiik 
of  L;iU('  Cli!irii[)laiii,  which,  when  cfJiiiplcK'd,  will  give  iwo  distinct 
lines  llir  ihc  whole  disliincc^  l)etw(!en  New  York  nnd  ^^)lltrl•(ll.  From 
Alhiiny  !ind  Troy  ii.  railroad  is  in  operation  to  Whitehall,  the  soulliern 
tertninns  of  the  lake.  A  road  is  also  in  operation  iVoni  Montreal  to 
lMatlshnr<i;,  a  distane<>  of  about  sixty  miles,  and  a  comparatively  short 
link  only  if<  wantiiii;  to  eonstitnle  a  new  and  independent  route  between 
New  York  and  the  St.  liawniiee  river;  which  there  is  every  reason  to 
believe  will  soon  be  suj)pli('d. 

The  ab  tvo  lini;  of  road,  thoni,'h  recMMilly  opened,  already  comnvi^ds 
nn  anioiuit  of  travel  fully  etpial  lo  tln^  iin[)ortan<"e  of  the  conncx  '■n\\ 
it  sustains.  Its  through-freight  business  is  not  so  larg(!  as  its  passen- 
ger travel,  fiir  the;  reason  that  a  large  portion  of  the;  line  I'oUows  the 
imtnediate  bank  of  an  excellent  iiav  igable  wa  T-line,  which,  in  tlu* 
ftunnnir  season,  conunands  tlu;  heavy  freight.  In  the  winter  it  will 
l»ecome  the  <'hann(d  of  trade  ns  well  as  of  travel.  As  a  pleasure 
route  it  presents  nnconiinon  attractions,  which  will  seciu'c  t  *  it  a  largo 
lousiness  in  the  dull  season  l()r  Ireight.  'I'he  inli..id  line  in  Verr mt 
n.'d  New  NOik,  however,  traverse  sections  of  country  capable  of  p- 
plying  a  very  large  local  tratlic  both  from  th(;ir  agricultural  iw^  )  nn- 
cral  resources. 

Among  the  most  remarkable  topograj)liical  i'eatiu'es  -:'  ^^is  eountry 
is  the  severance  of  the  great  Alleghany  range  by  tin  Jludson  and 
Mohawk  rivers,  on  the  one  hand,  and  Lake  (Jhamplain  on  the  other. 
Ho  deep  are  these  indentations  that  the  "A*//o-  A(v7"  of  seventy  miles 
on  the  canal,  occupying  th(^  sunnnit  of  the  ridge  which  divides  the 
waters  running  into  jjake  Ontario  from  those  flowing  into  the  Hudson 
river,  and  which  coresponds  to  the  crest  of  the  A  llegliiinics,  is  nearly 
one  hundred  ii-et  below  the  surl'ace  of  Lake  Krie,  and  might,  witli 
some  additional  expense,  have  been  ll'd  from  that  source 

Lake  C'iiamplain  is  only  eighty-seven  ft:et  above  the  oc(>an,  and  the 
sunnnit  between  it  and  the  Hudson  is  only  otie  hundred  and  liTty- 
s<'ven  feet  above  tide-water,  and  oidy  twenty-three  tt'ct  above"  the 
latter  where  the  ('hamplain  canal  intersect.  :'  In  approaching  New 
York  liom  the  interior,  which  is  in  the  dn-.-'hon  of  the  heavy  trade, 
the  above  mutes  are  the  most  favorable  to  economical  transit,  nothing 
being  lost  in  overcoming  adverse  grades.  It  is  these  fai'ts  that  con- 
stituti!  thesi"  routes  keys  to  an  imporlaut  |)()rtion  of  the  commeree  of 
the  country,  and  have   rendered  New  York  the  connnercial  metropolis. 

They  are  as  well  adaj)te(l  to  railroads  aslo  canals;  and  as  these  de- 
pressions are  bounded  by  high  ranges  of  hills,  the  basin  at  the  head  of 
navigation  on  the  Hudson  must  be  regarded  as  one  of  the  most  impor- 
ant  interior  points  iti  the  railroad  system  of  the  country.  All)any  and 
Troy  are  the  cities  of  the  eastern  States,  lying  upon  tide-water,  the  mo.st 
accessible  from  the  interior,  and  are  con.s<><piently  the  radiating  {)oints 
of  sonw  of  our  most  important  lines  of  improvem(>nt.  The  tni/iks  of 
these  to  tide-water  are  the  Hudson  river  and  Harlem  n)a(ls,  which  bear 
the  same  relation  to  the  roads  occupying  the  routes  above  described,  as 
does  the  Hudson  river  to  the  Erie  and  Cliamplain  canals.     These  facts 


.H' 


246 


ANDREWS'    RKFORT   ON 


'  4 


\  ■ 


are  a  sufficient  illustration  of  the  important  relations  borne  by  the 
Hudson  river  and  Harlem  roads  to  the  raihoad  system  of  the  country. 

Railroads  from  LuJce  C/iampta'm  to  the  Si.  Lawrence. — The  Champlaiu 
and  St.  Lawrence,  and  the  Plaltsburg  and  Montreal  railroads  nave 
already  been  briefly  described.  The;  third  and  most  important  line  of 
road  uniting  the  above  wati^rs  is  tlie  Northern,  connecting  the  lake  with 
the  river  St.  Lawrence,  at  Ogdensburg,  a  point  above  the  falls  on  tiiat 
river.  This  road,  though  in  the  State  of  New  York,  is  properly  a  Boa- 
ton  work,  as  it  was  planned  and  the  means  liirnishcd  li)r  its  construc- 
tion by  that  city.  It  is  regnrded  as  the  key  which  opens  to  the  roada 
terminating  there  the  navigable  waters  of  the  lakes. 

An  important  extension  of  'lis  road  is  under  contract  from  its  south- 
ern angle,  near  Potsdam,  to  Sackett's  Harbor,  on  Lake  Ontario.  The 
completion  of  this  link  will  form  a  complete  chain  of  railroads  through 
the  northern  portions  of  New  \brk,  connecting  Lake  Chaniplain  with 
all  the  important  ports  on  the  eastern  shore  of  Lake  Ontario. 

Tiie  three  leading  lines  already  described  constitute,  with  their 
branches,  the  great  routes  of  railway  travel  and  commerce  in  the  State 
of  New  York.  In  addition  to  the  through  business,  tiiey  all  traverse 
routes  capable  of  supplying  a  lucrative  local  traflic  ;  particularly  the 
lines  in  western  New  ^'ork.  The  description  of  the  trunk  lines  will 
convey  a  sufficiently  accurate  idea  of  the  objects  and  characteristics  of 
their  respective  branches  without  a  special  notice  of  tlic  latter. 

The  most  considerable  line  of  road,  not  particularl}'  alluded  to,  is 
the  Long  Llniul  road.  This  was  one  of  the  earliest  works  of  the  kind 
in  the  Slate,  and  was  constructed  chit  lly  tt)  acconmodate  the  travel 
between  the  cities  of  New  York  and  Boston.  It  is  a  somewhat  remark- 
able liiet  that  the  pioneer  work  slujuld  be  now  entirely  abandoned  as  a 
route  of  travel  between  the  above  cities.  It  is  now  only  used  to  ac- 
commodate the  local  business  ujxh.  its  line,  and  consequently  cannot 
be  regarded  as  a  work  of  much  importance. 

Iklamirc  and  Hudson  canal. — This  work  was  constructed  for  the 
purpose  of  opening  an  outlet  t()r  the  northern  Pennsylvania  coal-field. 
It  extends  from  lloundout  to  Ilonesdale,  in  Pennsylvania,  a  di.staiict!  of 
108  miles,  and  is  ctamected  at  that  j)laee  with  the  coalfields  by  a  rail- 
road. It  is  a  well-constructed  work,  of  large  caj)a(ily,  and  has  proved 
a  very  useful  one,  not  only  on  account  of"  its  coal  trade,  whence  its 
chief  revenue,  but  from  its  local  traffic. 

Measures  are  also  in  progress  l()r  the  construction  of  two  eonsid(;ra- 
ble  Hnc.'s  in  the  western  portion  of  the  State — one  from  the  city  of 
Rocheste-r,  li)llo\ving  the  valley  of  the  Oenesei!  river,  toOlean;  and 
the  other  lioin  Bulliilo,  f»robably  to  the  same  point.  The  (jbjects  in- 
ducing the  construction  of  these  roads,  independent  of  local  considera- 
tions, are  tlu;  connnunieations  which  they  promise  to  open  through  the 
Alleghany  valley  road  with  Pittsburg  and  the  coal-fields  of  iioitlu;rn 
IVnnsylvania.  Both  routes  traverse  districts  of  great  fi;rtility,  vvhi'^h 
cannot  fiiil  to  afflml  a  good  business.  The  value  of  a  railroad  con- 
nexion between  BuflFido  and  Rochester,  tlie  two  most  important  cities 
of  western  New  York,  and  Pittsburg,  which  is  at  the  head  of  navigation 
on  the  Ohio,  will  be  readily  appreciated. 

An  examination  of  the  accompanying  map  will  show  how  coniplcle 


*l 


)lcle 


I! 

i; 
r 


COLONIAL  AND  LAKE  TRADE. 


247 


is  the  system  of  public  works  in  New  York,  constructed  with  a  view  of 
commnnding  the  trade  of  the  interior  of  the  country.  As  previously 
stated,  a  large  portion  of  this  trade  naturally  falls  upon  the  great  lakes, 
from  the  liicilitics  they  offer  tor  reaching  a  market.  The  importance 
of  this  great  water-line  is  still  farther  increased  from  the  fact  that  most 
of  the  leading  works  of  the  West,  designed  to  be  routes  of  commerce, 
rely  on  it  as  a  base.  The  commercial  or  business  outlet  for  the  lakes, 
as  well  as  of  the  works  connected  with  them,  has  been  tiie  Erie  canal. 
That  work  comes  in  contact  with  the  lakes  at  only  two  points,  Buffalo 
and  Oswego.  The  railroad,  on  the  other  hand,  by  the  greater  facility 
of  its  construction,  opens  as  many  outlets  from  the  lakes  to  tide-water 
as  there  are  harbors  upon  the  former  accessible  to  its  commercial 
marine.  New  York  is  now  profiting  to  the  utmost  by  lier  advantages 
in  retiirfnce  to  western  trade.  Nearly  every  good  harbor,  as  well  oa 
Lak(?  Erie  as  on  Ontario,  either  is  or  soon  will  be  connected  with  tide- 
water by  railroads,  actually  constructed  or  in  progress.  Already  such 
conn(^xions  are  li)rmed  with  the  harbors  of  Cape  Vincent,  Sackctt's 
Hfirbor,  and  Lewislon,  on  Lake  Ontario  ;  and  roads  are  in  progress 
from  (Jroat  and  Little  Sodus  bays  and  Charlotte,  with  similar  objects. 
On  Lake  Eric,  roads  already  ext(  iid  Ironi  Tonawanda,  Black  Rock, 
Bulfilo,  Dunkirk,  and  Erie,  Pennsylvania,  to  tide- water;  so  that  in- 
stead of  only  luo  outlets  tor  the  trade  of  the  West,  at  Buffalo  and  Os- 
wego, there  are  to  be  at  h.-ast  six  times  that  number  in  New  York 
alone.  The  tacilities  given  to  tin;  commerce  of  the  country  by  all  these 
lines  must  prove  not  only  of  utility  to  this  coumieree,  but  to  the  trade 
and  prosperity  of  the  Stat(!  and  city  of  New  York.  The  additional 
avenues  lo  marki't,  already  opened  and  in  progress,  will,  by  a  healthy 
competitioa,  reduce  th(^  cost  of  transportation  to  the  lowest  possible 
point,  and  stimulate  the  niovenient  of  property  and  merchandise  to  an 
extraordinary  deure<\  While  every  region  of  the  United  kStates  is 
making  extraordinary  exertions  to  turn  to  theiusi'lves  the  interior  trade 
of  the  country,  New  York  is  preparing  ii)r  the  most  t()rmidable  compe- 
titiort  with  her  rivals,  and  makes  the  most  of  the  m(^ans  within  her 
reach  to  maintain  her  prest^nt  j)re-eminence. 


RAILllOADS   OF   NKW   ENGLAND. 


737,- 

mls  to 


Staff  ^y*3f/.v,sy/r//;w//.s-.— Population  in  18;30,  010,408;  in  1840, 
JOO;  in  IS50,  i)l)4,5l4.  Area  in  square  miles,  7,800;  inhabits 
iijuare  mile,  V21.V.). 

State  of  Va-mnnt.—Vo\)x\\AUin\  in  1830,  2S0,(;o2 ;  in  1840,  291,948; 

1850,  314,120.    Area  in  s([uare  miles,  10,212  ;  inhabitants  to  square 


in 

mil'',  30.7b 


State  of  SvM- Uampslnrc.—Voy^uVnum  in  1830,  209,328;  in  1840, 
28-1,574;  in  1850,  317,970.  Area  in  square  miles,  9,280;  inhabitants 
to  square  mile,  34.20. 


248 


ANDREWS     REPORT    ON 


The  Massachusetts  Si/stcm. 


Under  this  head  will  bo  embraced  a  notice  of  the  rfiilronds  of  ther 
States  ofMassiichusetts,  New  Hampshire,  and  Vermont,  lis  the  lines  of 
these  States  constitute  one  general  system,  and  have  been  constructed 
by  means  furnished  chiefly  by  the  city  oi' Boston. 

Western  railroad, — No  sooner  had  the  people  of  this  country  Ix^come 
acquainted  with  the  part  tliat  railroads  are  cajiable  of  ])('rti)rming  in 
commercial  affiiirs,  than  the  city  of  Boston  conceived  the  bold  idea  of 
securing  to  ilself  the  trade  of  the  inUTior,  fi-om  which  it  iiad  pr(;viously 
been  cut  off  by  the  impossibihty  of  opening  any  suitable  eomnuinica- 
tion  by  water.  It  was  this  idea  that  gave  l)irtli  to  the  JVesUrn  railroad 
project,  the  most  important  which  has  yet  been  consunniviled  in  New 
England,  and  one  of  ihe  most  so  in  the  United  States.  Tliis  work  h:i3 
probabh' exerteil  a  wider  influence,  as  the  b(\st  illustra  \oi!  of  what 
railroads  accomplish  f()r  the  advancement  and  welfare  oi' :■.  jx  nplc,  than 
atjy  similar  work  in  the  eoiuitry.  Fron\  the  largelle^•s  oftlf-  (  nlcrpriset 
the  early  period  of  our  railroad  history  in  which  it  was  iai.icrl:ik(Mi.  and 
the  diffuMiltics  in  \hv  way  of  its  conslruelion,  it  is  j)':')pcr', •/  rcfi'itcd  to 
as  a  tilting  monument  of  the  sagacity,  skill,  and  j)('rsiv(  ';mi(h;  of  the 
merchants  of  liostoii.  The  eomplotioM  of  this  ro.ul  may  h-  eonsidt  red 
as  eslahlishitjg  the  raih'oad  interest  of  this  country  upon  .:  ti)in  basis. 
It  showed  what  could  \h;  accomplislied,  and  the  iiillnfiiee  such  W(»rks- 
were  calcuhited  to  exert  uj)on  thi;  course  of"  trade,  and  in  promoting  the 
prosptMity  of  all  classes.  It  imparted  a  new  impulse  lo  the  iulernal- 
nnprovement  tieling  of  the  country,  uiuh-r  which  our  railroad  enlc^r- 
prises  have  moved  fluward,  with  increasing ttrength  anil  vigor,  to  the 
present  time. 

'rill!  Western  r.-.'ilroad,  when  its  objects,  direction,  and  the  olvstacles 
in  th(;  way  oi  ils  eonstruetion  are  considered,  is  cerlaiulv  a  remarkable 
work.  Through  it  the  city  of"  Jiosion  projxjsed  to  draw  to  herself  the 
trade  and  produce  of  the  West,  from  the  very  harhor  of"  New  York, 
(ti)r  the  Albany  basin  can  only  he  regarded  as  a  portion  of  her  harbor;) 
and  to  open  in  the  same  direclion  an  outlet  l!>r  the  product  of  her  man- 
ufactures, and  of"  her  f()reign  commerce.  It  is  well  known  that  these 
efl(>rts  ha\('  been  .mi  far  siieeessfid  as  to  secure  to  liosLon  a  large 
amount  ol' westrt II  trade,  which*  otherwise  would  have  gone  to  Nt!\v 
York,  and  to  r(  nder  thi  Western  road  her  channel  of  couununicaliorj 
between  the  f()rnK  r  eify  and  the  West.  Jt  was  only  when  menacod 
by  this  work,  that  New  York  successfullv  resumed  tlie  construction  of 
the  Erie  railroad;  ami  it  is  not  too  much  tosav,  that  hut  for  tlifM(>rmer, 
the  Krie  road  would  proftably  have  been  ahandoned,  even  alter  lluj 
ex[)enditure  of" many  millions  of" dollars,  aiid  the  Hudson  Kivcr  railroad 
pn»ject  remained  uiilouehed  up  to  the  j)resent  time. 

The  Western  railroad,  though  constructed  at  immense  ctist,  has 
proved  to  be  one  of  the  most  productive  works  in  the  United  States, 
paying  an  annurd  dividend  of  eight  per  cent.,  b(>sides  accumulatiug  a 
large  sinking  fund,  it  has  been  the  chief  instrument  of"  tlu;  extraordi- 
nary progress  of  Massachusetts  in  popjilation,  wealth,  and  conjtiiercial 
greatness,  from  1840  to  1800.  It  supplies  the  Slate  with  a  large  por- 
tion of  many  of  the  most  important  articles  of  iJjod.     It  opened  au  out- 


COLONIAL    AND    LAKK    TRADE. 


249 


S* 


let  In  thn  protliicts  of  her  mfinufncturin;^  estnblishmonts  and  her  foroign 
comnn^'cc,  and  stimulated  every  industrial  pursuit  to  an  extraordinary 
degree,  and,  fronn  the  results  that  have  ibllowed  its  opening,  forced  all 
our  leading  cities  to  the  construction  of  similar  works,  with  similar 
objects. 

Rail roaih  from  Boston  to  Lalce  Chnmflain  and  the  St.  Lftwrencc. — The 
Western  r.'iilroad,  though  accomplishing  greater  results,  and  exerting  a 
wider  inlluence  upon  the  varied  interests  of  the  State,  than  either  were 
or  could,  with  reason,  have  been  anticipated,  secured  to  tlie  city  of 
Boston  oidy  a  small  portion  of  the  westcun  produce  reaching  Albany. 
As  the  canal,  which  has  been  the  avcniu!  l()r  this  produce,  is  in  opera- 
tion only  during  the  period  of  navigation  on  the  Hudson  river,  it  is 
fiaind  that  this  produce  can  be  iiirvvarded  to  New  York  by  water  much 
chcafXT  than  to  Boston  by  railroad.  Cost  of  transportation  always  de- 
tcjrniincs  llu;  route.  At  the  dullest  season  of  the  year  l<)r  Ireighls,  flour 
is  often  sent  from  Albany  to  Liverpool  at  a  cost  not  exceeding  twenty- 
five  cents  per  i)arrel,  which  is  only  e(]ual  to  the  lowest  rate  charged 
from  Albany  to  iioston.  1'lic  Western  railroad,  tliere(i)re,  though  a 
convenient  ehannt.'l  through  whu-h  the  people  of  lioslon  and  of  Ma»!,sa- 
chusetts  draw  their  domestic  supplies  of  t()od,  is  t()und  unable  to  com- 
pete with  the  Hudson  river  as  a  route  for  pro<luce  designed  liir  /j/iortit- 
ti/m  to  ti)reign  countries  or  to  the  neighboring  States.  It  I'ailed  to  secure 
one  of  the  leading  objects  of  its  construction.  Its  fault,  however,  was 
not  so  much  ascribed  to  the  ulra  upon  which  the  road  was  built,  as  to 
the  route  sel(>cled  to  accomj)lish  its  object.  Jt  was  li'lt  that  a  route 
farther  reiiiovetl  from  tlui  iulluenc(!  of  the  New  York  system  of  public 
works  must  he  selected,  and  this  conviction  led  to  the  project  of  a 
direct  line  otrailroad  from  JJoston  to  the  navigable  waters  of  Lake  On- 
tario, passing  to  the  north  of  Lake  C'hamplain.  'J'his  line,  freed  from 
all  inuiiediale  competition,  and  iioin  the  attractive  inlluence^  of  other 
great  cilies,  would,  it  was  believed,  secure  to  Boston  the  proud  pre- 
eminence of  becoming  the  (exporting  port  of  W(>stern  jiroduce,  and,  as 
a  necessary  coMse(jueuee,  the  emporium  of  the  country. 

This  great  line  has  been  conipleted  ;  but  it  has  too  recently  come 
into  operation  to  predict,  with  any  certainty,  the  result.  From  liosion 
to  Lake  ('hamj)lain  it  is  composed  of  two  j)arallel  lines:  one  made;  up 
of  the  lioston  and  Lowell,  Nashua  and  Lowell,  C'oncord,  Norlhern 
(New  Hampshire,)  and  Vermont  Central;  the  other  of  lh<>  Fitchburg, 
a  part  ol  the  Yerniont  and  Massachusetts,  Cheshire,  and  Kutland  roads. 
From  Ibnlingtoii,  on  Lake  Chamiilain,  these  roads  are  carried  ti)rward 
upon  a  conuiion  trunk,  (-(jinposed  ot"  the  Vermont  and  Canada,  and 
Ogdensbnrg  (northern  New  \'ork)  roads,  to  Ogdensburg,  on  the  St. 
Lawrence,  alxtvi;  the  rapids  in  that  river,  thus  f()rining  an  uninter- 
rujited  line  from  the  navigable  waters  of  the  great  basin  to  the  city  of 
Boston. 

The  low(>r  portions  of  these  lines  in  Massachusetts  and  New  Hamp- 
shire were,  in  the  outset,  constructed  chicUy  with  local  objects  in  view. 
It  was  not  until  the  State  of  V^ermont  was  reached,  that  more  compre- 
hensive sheines  began  to  give  direction  and  character  to  the  railroad 
enterprises  in  that  (juarter.  The  Vermont  CeiUral,  the  Kutlaml,  and 
the  Ogdensburg  roads  were  commenced  nearly  simultaneously.     The 


250 


ANDREWS     REPORT   ON 


leading  object  in  their  construction  was  that  to  which  we  have  already 
adverted.  Only  with  sucii  objects  to  be  realized  in  the  future,  and 
not  during  the  progress  of  the  works',  could  they  have  been  accom- 
plislied.  Men  were  called  upon  to  make — and  they  contributed  under 
a  conviction  that  they  were  ranking — great  present  sacrifice's  t()r  a  fu- 
ture and  prospective  good.  The  constancy  with  which  these  works 
have  been  sustained  and  carried  forward  under  circumstances  the  most 
discouraging,  and  under  an  unejc^'.-npled  pressure  in  the  money  market, 
reflects  high  credit  upon  the  people  of  Boston,  by  whom  the  money  for 
them  has*  been  chiefly  furnishi  d,  a^id  is  the  best  possible  evidence  of 
the  value  of  the  prize  sought  to  be  gained. 

By  means  of  the  line  above  described,  a  railroad  connexion  is  opened 
with  Montreal,  through  which  that  city  now  receives  a  large  amount  of 
her  foreign  imports,  both  from  the  United  States  and  Gre.it  Britain. 
This  trade  has  already  far  exceeded  expectation;  and  as  the  city  of 
Boston  is  a  convenient  winter  port  f()r  Montreal,  the  latter  will,  un- 
doubtedly, continue  to  receive  a  large  amount  of  her  winter  supphes  of 
merchandise  tiirough  the  fi)rmer,  giving  rise  to  a  large  and  profitable 
traffic,  both  to  the  railroads  connecting  tlie  two,  and  to  the  cities  them- 
selves, and  tending  to  strengdien  tiie  position  of  each,  as  far  as  its  hold 
upon  the  trade  of  the  country  is  concerned. 

Should  the  line  otraihoiid  connecting  Ogdensburg  and  Boston  prove 
unable  to  compcLe  successfully  with  the  New  York  works,  in  the  car- 
ri.'iiie  of  W(!stern  produce,  so  far  as  the  ccporl  trade  is  concerned,  it 
will,  undoubtedly,  supply  the  demand  f()r  domestic  consumption,  and  in 
this  way  not  only  secure  a  profitable  traffic,  but  j)rove  of  great  utility 
to  the  manufacturing  and  conimerciid  districts  of  New  England.  For 
the  articles  of  flour,  corn,  and  euretl  provisions,  the  New  Enghnid  Stales 
depend  |)riiieipally  uj)oii  the  West.  To  supply  thesi;  articles  in  a  cheiip, 
<'X[)editiou^,  and  convenient  iniinner,  the  above  line  is  well  adiipled.  It 
not  only  traverses  many  of  the  most  important  points  of  coiisum|)tion, 
but  connects  with  other  roads  penetrating  every  imptjrlant  portion  of 
New  Engl.-uid. 

Were  those  immediately  interestgd  in  the  above  roads  to  derive  no 
other  advantnge  th;m  that  of  receiving  their  supplies  ofwestern  |)ro- 
ducts,  and  l()r\vanling  over  them  in  return  those  ot'  their  own  fiietories, 
they  W(juld  be  fully  com])cnsate(l  f()r  all  their  outlay.  The  unexampled 
progress  of  New  England  in  pf)j)ulation  and  wealth,  in  spite  of  all  her 
disadvantiiges  of  soil  tuid  climate;,  proves,  most  conclusively,  the  wis- 
dom and  li)resiglit  of  her  peoj)le  in  constructing  their  numerous  lines  of 
railroad,  which  ally  them  to  the  more  fertile,  and  proiluclive  portions  of 
the  (.'ountry. 

The  distance  from  Boston  to  Ogdensburg  is  about  four  hundred  and 
twenty-five  miles.  The  rates  charged  f!)r  the  tran.-*portatioii  of  ;i  barrel 
of  flour  between  the  two  have  ranged  from  sixty  to  seventy-five  cenits 
per  barrel,  which  is  less  than  the  cost  on  the  Erie  canal  f()r  the  same 
artich;  from  Buffalo  to  AlbiUiy,  (a  distance  of  three  hundred  and  sixty- 
three  miles,)  fi)r  many  years  after  its  openmg.  Upon  a  considerable 
portion  of  the  above  line  the  grades  are  somewhat  unfavorable,  but  not 
more  so  than  upon  otlier  lines  of  road  that  aspire  to  a  largo  through- 
traffic. 


y 


COLONIAL   AND    LAKK    TRADE.  251 

Talle  showing  the  cost  of  the  various  lines  of  public  improvemejits  constructed 
for  the  purpose  of  securing  to  Boston  the  trade  of  the  basin  of  the  St.  Lam- 
rcnce  and  the  West. 

Western  railroad,  including  Albany  and  West  Stockbridge .  $9,953,758 

Boston  and  Lowell 1,945,640 

Lowell  and  Nashua 651,214 

Concord 1,485,000 

Northern 2,768,000 

Vermont  Central 8,500,000 

Fitehburg 3,612,486 

Vermont  and  Massachusetts 3,450,004 

Cheshire 2,777,843 

Rutland 4,500,000 

Vermont  and  Canada 1,500,000 

Ogdensburg  or  Northern 5,200,000 

46,343,951 

Althf  ugh  only  a  portion  of  the  Vermont  and  Massachusetts  road  is 
used  in  the  above  line,  the  total  cost  of  llu'  road  is  included,  as  it  is 
proposed  to  make  this  road  a  part  of  a  new  line  to  the  West,  to  be 
ellected  by  tunnelling  the  Iloosac  mountains. 

In  addition  to  the  roads  aiming  at  Lake  Champlain,  there  are  two 
important  lines,  the  Connecticut  and  I'assumpsic,  and  the  Boston, 
Concord,  and  Montreal  roads — the  l()rmer  in  Vermont,  and  the  latter  in 
N(>w  Hampshire? — having  a  general  northerly  direction,  whicli  are  de- 
signed to  be  ultimniely  extended  to  Montreal.  The  ii)rmer  has  reached 
St.  Johusl)ury,  a  distance  of  two  hundred  and  thirty-eight  miles  from 
Boston,  and  tiiree  hundred  and  thirty-two  from  New  York — a  higher 
point  than  any  yvX  attained  by  any  New  England  road,  with  the 
exception  of  the  Atlantic  and  St.  Lawrence  and  the  Vermont  and 
Canada  roads.  The  latter  is  nearly  completed  to  Wells  river,  where  it 
will  Ibrm  a  junction  with  the  Connecti(;ut  and  Passum|)sic  road.  The 
former  will  undoubtedly  be  soon  extended  about  thirty  miles  farther 
north,  to  Island  Point,  which  is  the  point  of  junction  of  the  Atlantic 
and  St.  Lawrence  and  St.  Lawrence  and  Atlantic  railroads,  through 
which  it  will  have  a  railroad  connexion  both  with  Montreal  and  (Que- 
bec. The  Boston,  Concord,  and  Montreal  railroad  is  now  being  ex- 
tended to  Littleton,  a  distance  of  twenty  miles  farther  north,  and  will 
undoubtedly  be  continued  up  the  valley  of  the  Connecticut,  fi)r  the 
pur[)ose  of  Ibrming  a  junction  with  the  Atlantic  and  St.  Lawrence  road 
near  Lancaster. 

Tiie  Boston  and  Worcester  road,  next  to  the  Western,  is  the  most  im- 
portant {)roj(>ct  in  the  Slate.  With  the  tt)rmer,  it  makes  a  part  of  the 
through  line  to  Albany,  previously  noticed.  It  is  the  only  channel  of  com- 
munication between  the  city  of  Boston  and  the  central  portions  of  the 
State,  and  counnands  a  large  local  revenue  in  addition  to  its  through- 
traffic.  It  is  one  of  the  m(iSt  expensive,  and  at  the  same  time  one  of 
the  most  profitable  works  of  the  kinc!  in  the  country. 

The  Boston  and  Lowell,  the  Fitehburg,  and  the  Lowell  aud  Nashua 


r 


;!l 


^ii'' 


Vi  \SltHi*a^!K 


n 


,1 
I    it 

If 


252 


ANDREWS     REPORT   ON 


roads,  have  alroady  hccn  bricily  ii<  ti(;efl  in  describing  the  groat  lines 
ol'  wliie'li  tlicy  severally  lorni  llie  tru'iks.  All  these  possess  a  very  large 
and  lucrative  local  business,  independent  of  what  they  derive  liom  in- 
tersecting roads.  They  deservedly  rank  among  the  leading  roads  of 
the  State,  and  the  former  was  a  pioneem'ork  of  the  kind  in  tiiis  country. 

Of  the  roads  radiatirti  (iom  Boston  in  a  southcsrly  direction,  the  lead- 
ing line  is  tlje  Boston  and  Provide  ;icc,  whieh  derives  es[)eci:i]  inipftrt- 
ance  from  coniuM;Ung  the  two  larj^  st  cities  in  N(!W  England-  If  also 
forms  a  part  of  one  of  the  ti;nst  popular  routes  to  New  York,  .iiid  h.oids 
a  cons{)icuons  position  fronj  the  necessarily  intiinate  (elation  ii  bca'.-" 
to  one  of  the  great  routes  of  commi  rce  and  i;av( !.  TI'C  n<'Xt  most  im- 
portant road  ill  the  southern  part  of  ^fassac'iiu-iUts  is  iSie  Fali  iJiver 
road,  which  connects  Boston  with  Fill!  River,  a  largo  nianufactuiing 
town,  -nid  constitutes  a  portion  of  aiioioer  throiigli-roule  to  New  York. 

Thi'  other  roads  in  this  portion  of  Massachusetts,  thniigh  o*'  .'onsider- 
able  locji)  consecpience,  d>»  not,  (i)r  the  want  of  cohiieciing  lim  .-,  pos- 
sess a.iv  (.Dosidcrable  interest  *()r  the  public. 

Rdihitiiils  frmn  B"<l')n  cnstumd. — Tv.'o  imj)orlant  works,  the  i'  sfon 
and  Miiiitc  and  Easi  •>"  roads,  connc'  t  Jioston  with  th(>  t^tatc  of  Maiiie, 
traversing  tli(^  norfhcafji-n.  portion  o!"  Massachusetts  and  \\h'  soutiieast- 
ern  portion  (jf  New  llt'i,/ -hire.  Thev  t!»rm  a  junction  so(»r)  alifr  cnt(^r- 
ing  .Maiii(\  and  an-  ciirr;,', i  liirwiird  by  the  Portland,  Saco.  and  I'orts- 
uioutii  railroad  to  roiihiiid.  Tlic  two  tormcr  run  thronu'i  an  almost 
continued  succession  of  huge  mannliicturing  towns,  which  ;ii!ord  a  very 
lucrative  tralHc  to  both  lines.  These  roads  are  daily  becwioing  more 
im|H»rtant  tiori  the  ra[)id  extension  of  railroiids  in  Maine,  and  the  prob- 
able construction  of  the  European  and  North  American  railroad,  con- 
j.ecting  the  Maino  system  of  roads  with  iSl.  .lolin  and  Halifax,  in  the 
lowf-r  British  provinces,  which  is  destined  to  beeonif  a  great  rout<'  of 
tra\(  1  bet  ween  the  OKI  World  and  the  Nvw.  The  ahove-nanii'd  lines 
have  ii  ready  a  very  large  (hroiiir/i  as  well  as  local  trallic,  and  occupy 
a  conspiraious  j)osition  as  a  j)art  of  our  great  coast-line  of  railroads. 

There  are  several  lines  ot'road  traversing  the  State  oi' Massachus<nt3 
from  north  to  south,  of  much  conseijuence  as  ^///v/z/irA  routes  ;  among 
which  may  be  named  the  Connecticut  Jfiver  line,  and  that  niiidc  up  of 
the  JJOrrcstcr  and  Nashya  and  th(!  AWhvV//  and  frorosfrr  iwu]  Providence 
and  ll'diccshr  roads.  These;  lines  traverse  districts  filled  with  an  ac- 
tive manufacturing  population,  l()r  which  they  open  a  direct  railway 
communication  with  New  York,  the  great  depot  botii  of  the  ii)reign  and 
domestic  trad(>  of  the  United  States. 

The  w(!stern  portion  of  the  State  is  also  traversed  from  north  to  south 
by  a  line  composed  of  the  Housatonic  and  a  branch  of  the  Western 
road,  extending  to  the  town  of  North  Adams.  There  are,  too,  in  addi- 
tion to  these,  numerous  local  works  in  the  State,  whii-h  do  not  call  for 
particular  notice. 

Jn  the  State  of  New  Hampshire  then;  is  but  one  work  having  tor  its 
object  the  concentration  within  itself  of  tlu;  trad<'  of  the  State — the 
Purtsinoidh  and  Concord  railroad.  The  princip;d  motive  in  the  con- 
struction of  this  road  was  to  open  a  communication  with  the  tratle  of 
the  interior,  and  prevent  its  being  drawn  off'to  Boston  on  th(3  one  hand, 
and  Portland  on  the  other.     This  work  secures  to  the  city  of  Ports- 


COLONIAL   AND   LAKK    TRADE. 


253 


mouth  nil  the  advantnges  of  a  connexion  with  the  line  already  described, 
by  which  the  city  of  Boston  proposes  to  (h'aw  to  herself  the  trach;  of 
the  West,  and  will  undoubtodly  contribute  much  to  sustain  ihc  trade 
and  commercial  ini[)ortance  of  the  f()rmer. 

The  hno  of  road  trav('i.:-itig  the  Coiaiecticut  valley  is  briefly  de- 
scribed under  the  "  llailroad.s  (jf  Connecticut,"  and  those  traversing  the 
western  part  of  Vermont  are  embraced  in  the  notice  of  the  New  York 
system. 


CONNKCTICUT    AND    RHODE    ISLAND. 


Conncctiruf.—Vopuhihon  in  1830,  290,675  ;  in  1840,300,978;  in  1850, 
370,701.  Arear  in  s(iuare  miles,  4,074;  inhabitants  to  square  mile, 
70.33. 

Wuxlr  /v/^/h/.— Popuhition  in  1830,  07,100;  in  1840,  108,830  ;  ia 
1850,  117.545.  Area  in  .sijuare  miles,  1,306;  inhabitants  to  .s(juare 
milc!,  112.97. 

The  railroads  of  Connecticut  and  Rhode  Island,  though  numerous, 
and  some  of  llicm  important,  derive  their  chief  conseciucaice  from  the 
rehitions  they  sustain  to  the  works  of  other  States,  in  connexion  with 
whicli  they  eonsliluti;  parts  of  several  main  routes  of  travel. 

The  most  prominent  of  these  is  the  great  line  connecting  Boston  and 
New  York.  The  portion  of  this  line  in  Connecticut  is  made  up  of  the 
New  Y'oik  and  New  ILtrcn,  and  tiit;  Ncio  ILiven,  llartfurd,  (Did  Spring- 
field  roads.  These  roads,  in  connexion  with  the  Western  and  lio.ston 
and  Worei^ster,  constitute  tlar  great  travelled  land  ront(^  ctaineeling  New 
England  with  New  York,  wliicli  justly  raid\s  with  tlu;  most  ini])')rtanl 
pa.sseng(;r  roads  in  the  United  Slates,  as  it  is  one  of  the  most  prolilable. 

The  travel  between  N(!W  York  and  Boston  has  also  given  birth  to 
other  projects,  claimed  to  b(^  still  better  adapted  l()r  its  aeeommoda- 
tion.  The  most  prominent  of  these  is  the  Air-Line  road,  designed  to 
l()llow  a  nearly  straight  route  betwt^en  Nt;w  Haven  and  Boston. 
Although  this  scheme  has  been  long  before  the  public,  it  has  not  been 
commi need,  but  there  now  a{)j)ears  to  be  a  strong  probability  that  it 
will  be  .'jueeessfully  undertaken.  To  open  this  route  will  only  nvjuire 
the  construction  of  that  [)ortion  of  it  lying  in  Connecticut,  as  tlu;  Massa- 
chusetts link  is  already  provided  for  by  the  Norl()lk  county  road. 

Another  road,  construeted  j)artly  with  a  view  to  giving  a  new  route 
betwe(!n  Boston  and  New  York,  is  the  New  London  and  New  Haven 
road,  recently  opened  to  the  public.  This  rojxd  is  to  be  extended  east, 
both  to  Stonington  and  Norwich,  to  form  a  connexion  at  the  t()rmer 
place  with  the  Norwich  and  Worcester,  and  at  the  latter  with  tlu^  Stoning- 
ton, roads.  By  these  connexions,  two  new  routes  would  be  tlirmed  be- 
tween Boston  and  New  York,  one  of  which  would  take  the  iin{)ortant 
city  of  Providence  in  its  course.  It  is,  therefore,  probable  that  at  no 
distant  day  there  will  be  four  independent  land  rbutes  between  New 
York  and  Boston,  in  addition  to  the  three  lines  now  in  operation,  partly 
by  water  and  partly  by  railroad. 


r 


:i|l 


254 


Andrews'  report  on 


By  far  iho  grrntor  pnrt  of  the  trnvol,  jind  no  inconpidnrnMn  portion 
of  the  trade,  bftwron  Boston  and  New  York,  is  carried  ovrr  the  routes 
last  named,  which  are  known  as  iht-  Fall  Uivrr,  S(nnh)(rton  and  Nnr- 
wkh  and  JVoiccsfrrnmU's  ;  the  lirsl  is  eotnposcd  of  the  Fa//  River  road; 
lh(!  second  of  the  Boston  and  Prondrmw,  and  Stouiiig/nn ;  and  the 
third,  of  th(^  Boston  and  fVorccnter,  and  Nonrich  and  ff'oircsfrr,  and 
tiieir  corresponchnu;  hues  ol" steamers.  All  these  routes  an*  jnstly  celo 
brated  ii)r  t  le  eoniliirt  and  el(\u:aii(  e  of  their  aeeon)modatioiis  ;  the  ease, 
sall'ty,  and  dispnteh  with  which  their  trips  are  pert(»rmcd  ;  and  are 
coti,-e(|U('iitlv  th(>  liivorite  routes  of  tin  veiling!;  by  ;i  laruc  portion  of  iho 
business  and  travelling  pui)lic.  The  distance  between  Boston  and  New 
York,  by  tliese  nnitcs,  is  about  2'3()  miles. 

The  other  leaibnir  lines  in  C'onneclient  a'-e  the  Jlnisitfouir,  cNtending 
from  IJridgi'port  to  the  St.ile  (»!' Mnssachiisetts,  aiul  coiniecting  with  the 
roads  in  the  western  pari  of  that  ^UWc  ;  the  NdUiralud-,  exfendinfi; 
lidm  Sliatliii'd  lo  Wiiisled,  a  dislance  of  aboni  (10  miles  ;  and  the  Cnunl 
railroad,  exleiidinif  liom  New  ll,iv(  n  and  liillowinu;  the  ronle  ol  tin- 
Old  Farminuton  canal  to  the  northern  part  of  the  Stiife,  whence  it  is  to 
be  carrier!  f()rward  to  Notthiimptun,  in  Massachusetts.  An  important 
lini!  of  road  is  alsi*  in  |)roLnc'ss  from  Providence,  centrally  thronuh  the 
Htafes  of  Wliode  Ishind  and  (^onnectieut,  to  Fishkill,  on  the  JIndson 
river,  taking  the  city  of  II  nlliird  in  its  r<Mile.  This  road  is  regaided 
with  great  tiivor  by  the  cities  (tf  II;nll!)r{|  and  Providi-ncc,  as  a  means 
of  connecting  iIh  inselves  with  the  Hudson,  through  which  both  draw 
a  very  large  amount  of  some  imporl;int  articles  of  consumption,  such  as 
brca(l*tuiis,  lumber,  co;ii,  and  the  like. 

The  railroads  lying  princip:illy  in  Hliode  Island  arc  (he  S(<»iiii<rton, 
which  has  already  been  noticed,  ;nid  which  is  chiefly  important 
as  a  piirt  of  one  of  the  leading  routes  between  Hoslon  nnd  iNevs  \iirk; 
and  the  Providence  and  fVorast.v  road.  The  latter  is  an  important  local 
work,  traversing  lia'  almost  its  entire  dislance  a  constant  suc(;ession  of 
manufacturing  villages.  It  is  also  an  important  through-road  to  the 
city  oi"  I'rovidcncc,  bringing  her  in  <'onnexion  with  the  West'  in  lail- 
road  and  the  central  portions  of  Massachusetts,  and  with  iNew  Hamp- 
shire and  \'ermont,  by  means  of  the  railroads  centering  at  Worc(>ster. 

The  B'stiinand  Vroridcncc  railroad.  King  partly  in  Hhode  Island,  is 
fihcady  sulliciently  described  in  the  notice  of  the  Massachusetts  rail- 
roads. 

Another  im[»orlant  line  of  railroads,  not  particularly  noticed,  whicli 
may  be  embraced  in  the  description  ot'  the  "railroads  of  Connecticut," 
is  the  great  line   li)llowing  the  Connecticut  valley.     This  line,  though 


comr)osc( 


1  of 
geneous  iin* 


It  I 


iii(;t  works,  is  in  all  its  characteristics  a  homo- 

raetiv(» 


scA'cral  disi 

ravcrses  the  most  flalile,  T)ictm-csf|ue,  aia 


P 


q" 


(1  att 


portion  of  Xew  Kiigland,  and  is  important   both    from   the   large  trafKc 
ind  the  pleasure-travel  it  commands.     No  line  (tf  e(jual  extent  in  the 


Unit 


ed  Stales  presents  superior  attractu 


)n^ 


It  has  alrcadv  rc^acihcd  St. 


Johnsbury,  Vermont,  a  distanc(^  (tf  nbout  '530  miles  lrf)m  New  York, 
and  254  from  N«;w  Haven.  Measures  are  now  in  j)rogress  to  secure 
its  extension  about  30  miles  fiirtlier  north  to  Island  roint,  there  to  form 
a  junction  with  the  St.  Lawrence  ;ind  Atlantic  railroad,  in  coiniexion 
with  which   a  new,  direct,  and  conveni(.-nt  route  will    be  opened  lie- 


rOLONTAL   AND   LAKE    TRADE. 


255 


twern  New  York  and  'he  New  Eiigliind  Stiites,  and  iho  cities  ol  Mon- 
treal utid  Quebec. 


ilCtl 


i 


MAINE. 

Popubtion  in  1830,390,155;  in  1840,  501,708;  in  1850,583,109. 
Anil  ill  sciiinn?  inil(!.s,  30,000;  inli;il)il;iiits  to  s(|ii;ire  mile,  10.44. 

Willi  tilt'  exception  ot"tli(!  Stsitcs  of  iMiiine  jiiul  ( 'oiinecticiit,  tiio  rnil- 
rond  svflfJMii  of  New  Kntilnnd  rcfits  upon  Boston  ns  n  coniiiiDM  cenli,;  ; 
l)y  the  cjipitiil  of  which  it  h;is  \n'vn  ni;iiiily  constructed.  The  ro;ids  of 
Miiiiic  ImIoiiu;  to  an  indcpciuh'iit  system,  townrd  which  the  city  of 
I'oilliiiid  heiirs  the  satnc  i(  lution  as  docs  Boston  to  tli(^  wori\S  ahcady 
de.scril)ed. 

The  le.idiiiir  road  in  IVI;iin<'  forms  a  part  of  the  hue  connectin^r  ^Nlon- 
treal  and  I'orliand,  made  up  of  th(-'  Atlantic  and  St.  Lawrence  in  the 
Uniled  States,  and  the  St.  Ijawrenee  and  Athintic  in  Canada.  This 
great  work  was  first  proposed  to  ihe  j)eopIe  of  i'ortlaiid  as  a  moans  of 
recoveiinL'  flu'  jiisilion  tliev  had  lost  from  the  overshadowing  inlhience 
of  their  great  rival,  Boston,  and  of  seciiring  to  themselves  a  portion  ot 
the  trade  of  ih((  West,  which  is  now  exerting  such  marked  intlnenee  in 
the  progress  of  all  our  great  commercial  towns. 

I'orliand  possesses  some  advanli'ges  over  any  other  city  east  of  New 
York,  in  heing  nearer  to  ISIontrcal,  the  ein[)oriuiii  of  the  (Janadas  ;  and 
in  possessing  a  much  more  tiivorahle  route  l()r  a  railroad  from  the 
Atlantic  coasi  to  the  St.  I^awrence  basin  than  any  oilier,  east  of  the 
(Jrecn  Mniintaiii  range.  Tin;  city  of  Montreal,  heing  acccssihle  from 
(dl  the  great  lakes  hy  the  largest  craft  navigating  these  waters,  is 
the  eniiNcnicnt  depot  ii)r  the  produce  collected  upon  them.  When 
onct;  on  ship-hoard,  this  produce  may  he  taken  to  Montreal  at  slightly 
increased  rates  over  those  charged  to  Jiulliilo,  Oswego,  or  Ogdenshnrg; 
but  the  want  of  a  winter  outli-t  from  Montn^d  to  lide-wat(M'  has  se- 
riously retarded  the  growth  and  jtrospcrity  of  that  city,  and  prevented 
her  (rom  reaping  all  the  advantages  irom  her  connexion,  by  her 
niagniliceiit  canals,  with  tlu;  tradi'  of  the  W^'St,  which  she  would 
have  secured  by  a  convenient  winter  outlet.  Formerly  large  amf)unts 
of  w^estern  produce  were  usually  collected  there  during  the  autumnal 
months,  and  warehoused  till  spring,  and  then  shipped  to  England. 
Shipments  by  this  route  involved  the  necessity  of  holding  produce 
received  late  iu  the  season  some  l()ur  or  five  months.  The  inconve- 
niences and  losses  arising  from  these  causes,  aided  by  the  repeal  of  the 
English  corn  laws,  were  among  the  prominent  rt-asons  which  led  to 
the  conunfMcial  arrangements  by  which  colonial  produce  and  merchan- 
dise are  allowed  to  pass,  in  bond,  through  tiie  territories  of  tlu'  United 
States.  This  arrangement  had  a  lend(Micy  to  divert  a  large  trade  from 
Montre:d,  and  threatened  the  most  disastrous  coiiseiiuences  to  its  trade 
and  |)rosperity.  in  view  of  this  state  of  things,  its  citizens  <'sj)onsed 
and  prosecMteil  the  railroad  to  Portland  with  great  energy  and  zeal. 
The  whole  work  is  far  advanced  toward  comphnion  on  botfi  sides 
of  the  line.     'J'ho  portion  within  the   United  States  will   be  linished 


256 


ANDREWS'    RBFORT    ON 


duriii;^  the  present  yenr,  and  the  Cinudifui  portion  by  the  1st  of  July, 
1853.  It  occupies  the  shortest  pnielifable  route  between  the  Si.  Ljiw- 
renci!  river  and  tlie  Atliinlie  coast,  its  jj^riides  are  favor.ibh't  nowhere 
exceeding  lil'ty  ieet  to  the  niih;  in  the  threction  of  the  heavy  trallic,  or 
sixty  feet  on  the  opposite  course.  The  gauge  of  th(!  whoU;  roiid  is  to 
be  live  and  a  halt  !eet.  As  no  transhiptnent  will  be  nccessiiry  upon 
this  road,  and  as  its  operations  can  Ix;  placed  substantially  under  one 
tnanngernent,  it  is  believed  thiit  produce  can  be  transjjorted  over  it  at 
much  lower  r;it(;s  than  tlu;  ordinary  charges  upon  railro.ids. 

As  l)('l()ri'  stilted,  the  plan  of  a  railroad  from  I'orthind  to  the  St.  Law- 
rence originiited  in  the  idea  of  the  possibility  of  making  that  city  the 
Atlantic  terminus  of  a  portion  of  the  trade  of  the  St.  Lawrence  imd  the 
great  lakes.  The  city  of  New  York  had  so  long  been  in  the  exclusive 
possession  of  this  trade,  as  to  create  the  idea  that  she  held  it  by  a  sort 
of  natural  and  inalienable  right.  When  the  idea  was  proposed  ol' turn- 
ini;  this  trade;  thronuh  anew  channel,  and  of  brit)<Mni:  it  to  tla;  Atlantic 
coast  at  a  p;)int  some  i()ur  hundred  miles  northward,  tin;  boldness  ot 
such  a  propisilion  was  enough  to  stagger  the  credulity  of  every  one 
who  did  not  Ic'cl  himself  immediately  inter(\ste(l  in  the  residt.  As 
soon,  however,  as  the  prospect  was  fully  untt)lde(l  to  the  people  of 
Portland,  its  apparent  practii-ability,  and  the  a<lvanlages  which  it 
promised  to  seeurt;,  took  coinpltHe  possession  of  the  publii"  mind,  and 
tlu;  city  resolved,  single-handi'd,  to  undertake  the  constru(;lionof  a  work 
running,  for  a  considerable  portion  of  its  distance,  through  eomj)ara- 
tively  unexplored  f(»resls  ;  traversing  for  out;  hundred  miles,  at  least, 
the  most  moutiliiinous  and  apparently  most  (lillieull  portion  of  the  east- 
ern Slates  for  railroad  enterprises;  and  involving  a  cost,  ti)r  the  Ameri- 
can portion  aloni;,  of  over  five  millions  of  dollars.  Ui-peated  atlemj)ls 
had  been  made  to  construct  a  short  road,  l()r  th(?  aceomirioilalion  of 
lt)cal  lrafli(;,  ujjon  the  very  n)Ute  since  selected  t()r  the  great  lin(>,  but 
without  success.  The  inducements  held  out  W(!re  not  reg.irded  sulli- 
cient  to  warrant  the  necessary  outlay.  •  It  was  oidy  by  assuming  that 
the  people  of  Portland  held  within  their  grasj)  the  tradt;  of  one  of  the 
most  important  chaniuds  of  commerce  in  the  whole  country,  that  they 
could  be  induced  to  make  the  ellbits  aiid  sacrifices  necessary  to  suc- 
Tliesf!  elK)rts  and  sacrifices  have  biten  made.     The  project  is  on 


cess. 


the  eve  of  realization,  and  the  wisdom  in  which  the  seheriu!  was  con- 
ceived, and  the  skill  and  abihty  displayed  in  its  execution,  giv(!  the 
most  satisfactory  assurance  of  (•omplete  sucet.'ss. 

The  length  of  this  line,  the  construction  of  which  devolved  upon  the 
peo[)l<!  ')f  i'ortland,  is  about  one  hundred  and  sixty  miles,  costing  about 
$35,000  per  mile,  or  an  aggr.'gate  of  nearly  S(),000,000.  'I'll.;  first 
step  in  the  process  of  construction  was  a  stock  subscription  of  over 
$1,000,000  by  th(;  citiz(;ns  of  I'ortland,  aided  by  some  small  contribu- 
tions fioin  towns  on  th(!  route — i()r  the  project  was  regardcul  by  all 
others  as  a  mere  chimera.  This  was  exj>ended  in  construction,  and 
was  sulHcicnt  to  open  the  first  division,  which,  running  through  an  ex- 
cellent country,  at  once  entered  into  a  lucrative  trallic.  The  city  of 
Portland  then  obtained,  by  two  several  acts  of  the  legislature,  permis- 
sion to  pledge  its  credit  to  the  road  to  the  amount  of  $2,000,000.  These 
sums,  with  some  further  additions  to  its  stock,  furnished  a  cash  capital 


COLONIAL  AND  LAKE  TBADE. 


257 


of  over  .f 3,000,000  to  the  woi  The  ncccssnry  brilnncf;  lina  been 
r.'iisrd  upon  stock  sdb.scriptions  ,  coiitrac-tors  and  company  bonds.  In 
this  tniiinicr  has  a  ci(y  of  20,000  inhabitants  sccnrcd  ihc  constiiuMion 
of  u  (irst-clrtss  railroad,  connecting  it  with  the  St.  Jiawrcnco  by  the 
shortest  rotitc  practicable  f(>r  a  raihoad  from  any  (»f  our  seaports.  The 
amoiuH,  aciiially  paid  in  to  ihe  project  by  th(!  people  of  I'ortland  will 


exceed  ^-W  in  cash  to  each  individual,  m  addition  to  $\()0  to  each, 
represented  by  iUccrtdifs  that  have  been  extended.  It  is  believed  that 
no  belter  nionuuient  exists  iti  this  country  of  the  eneruv  and  enterprise 
<»f  our  pcopl*',  afid  tiu;  succ<\ssful  t;o-operalit)n  of  one  community  in  tlic 
<'X(!cution  of  a  creat  enterprise!  by  which  all  an;,  relatively  speaking, 
to  be  eijually  benelitted.  It  is  an  example  which  cannot  be  studied 
innl  imitated  without  proiil. 

I'rior  l(»  tJie  coustiuclio»i  of  llie  Atlantic  and  St.  Lawrence  railroad, 
th(!  only  railroad  of  importance  in  the  Stale;  was  the  Portland,  Saeo  and 
Portsnjouth  roiid,  wliiih  connected  its  comuiercial  nxtropolis  with  the 
railroad  system  of  IMassa<liusetls.  This  road  was  constructed  by  per- 
sons interested  in  the  connecting  lines,  as  a  necessary  extension  ot  their 
*)wn.  VV^hen  tiie  city  of  Portland  was  roaclird,  their  objects  were  re- 
garded as  secured.  Any  I'urther  extension  of  railroads  in  Maine;  wag 
looked  upoii  as  of  doubtful  utility  to  the  interests  of  the  cil\  of  lioston, 
the  great  cnlrc  of  the  New  Kngland  system.  It  was  li-lt  that  the  eon- 
struetiofi  of  railroads  north  and  «'ast  from  Portland,  into  the  interior, 
might  conceiiirale  in  ///«/ <'ity  the  trade  of  the  Slate,  which  had  been 
almost  exclusively  enjoyed  by  the;  liiruicr.  'J'his  trade  -.vas  already 
secured  and  sulliciciilly  acconunodated,  as  liu"  as  Boston  was  con- 
cerned, by  tli(  exteii-ivc  coMUUereial  marine  ol' the  two  States;  and  the 
^construction  of  railroads,  it  was  ti-lt,  migiit  les<en  iustea<l  ot"  sire  nut hen- 
ing  the«  gra<p  by  which  she'  liedd  it.  While  every  e)tlie'r  petrliem  of  the 
country  was  embarking  in  railre)aels,  the'  ce)nvictie)n  grewu|>  that  Maine 
Viisiiiilthe  j)re)pe'r  theatre  li)i  such  eaite'rp' i-e-s,  e)r,  it  it  were*,  the-  |)ee)ple 
felt  their  mr:uis  iuk  <|eial  to  tin  ir  ce)nstruc  tion,  anel  it  was  kne)wn  tluit 
no  ibie-ign  aiel  unidd  be>  hael.  All  such  pre>jee'ls,  therele)re',  came-  to  be 
regarded  with  c(im[)arative'  inelillere-nce'.  In  this  ce)ndition  of  the'  public 
mind  tin*  Atlaiitie-  anel  Si.  Lawre'tie-e-  selu'iiu'  was  preipeisenl,  aael  with 
it  u  systean  e»f  railre)aels  inele'pe'nelent  of  the'  re'St  e)f  the  Ne-w  England 
States,  which  she)uld  e'e)nce'ntrate'  within  her  own  It  rriteny  her  capital 
anel  eriernie  ;,  anel  which  she)ulel  ne»t  e)nlv  plaee'  hc<  in  :i  ce)nunaiuling 
posiliein  in  retereiice  lei  the-  traele;  of  the'  West,  but.  at  the  same;  time, 
place.'  her  en  ruud  e»f  the  gre^at  line  e)f  travel  bet  wee  n  the  Old  anel  New 
Worlds — a  pe)sitie)n  ceimhining  all  the  advantages  of  the  ine)st  faveirable 
cotnie'xie)ns  with  the;  de)me'sti(;  traele  of  the  ce)unlry  anel  with  le)reign 
conunerce'  anel  travel.  These  pre)pe)sitie)ns  cenistitute  an  era  in  the  his- 
te)ry  e)f  the  Slate'.  A  new  lile  was  infused  into  the  public  nu'nd, 
and  objects  e)f  the-  highe.'St  value*  helel  out  as  the-  rewarel  of  new  elJbrts. 
The  ellect  npein  the;  petlicy  and  public  sentiment  of  the-  State  has 
been  magical.  The;  whole  people  felt  and  saw  that  they  have  rights 
and  interests  le)  maintain  anel  vindicate,  and  that  Maine,  instead  e)f  be- 
ing a  re'inevte  anel  isolated  State,  removed  from  parlicip  iliem  in  the-  pro- 
jects and  schemes  which  are  ettecting  changes  so  marvellous  upein  the 
face  of  se)cietv,  could  be  brought  by  her  own  eflbrls  into  the  ve-ry  tiicus 
17 


III 


1 


;l 


p  I 


' ' 


I    1 


258 


ANDREWS     HEPORT    ON 


of  tlic  pjcnt  nuxlcrn  movomnnt.  A  nrw  destiny  wns  ofwnrd  Scfow 
her.  To  this  call  she  lias  nobly  n'sjiondcd,  and  the  Slal(!  is  (il;'-^^  v^-ah 
projects  that  promise,  in  a  few  years,  to  Heeiire  to  every  portion  of  it 
all  necessary  railroad  accommodations,  with  the  results  which  alwavs 


foil. 


ow  m  their  tram. 


irt  of  the  great  route  ol"  travel  helwccn  thi"  Old  World  and  tin;  Nvw. 
ndiM"  the  above  lith^  is   embraced   the  line  j'Xtendinu;  from  lianqor. 


N(^xt  in  importiuice  to  the  Atlantic  nnd  St.  Lawrence  rnilroad  is  thr 
Kuiopran   nnd  Stiilh   Aiiirr'inin  projrcf,  which  is  di^sitjiied  to  h«'conH 

Maine,  to  H.ililax,  Nova  Scotia,  taking  St.  John,  New  Brunswick,  in 
its  route.  From  Hangor  west,  tla*  line  is  to  be  made  u|)  of  (he  Tenol)- 
flcot  and  Kennebec  road,  now  in  progress;  ih(^  Androscoggin  and  \\v\\- 
nebec  rf»ad,  with  :i  portion  of  the  Atlantic  and  St.  Jiawrence,  now  in 
operation.  When  the  whole  line*  shall  be  ompleted,  it  is  claimed  that 
the  transatlantic  travel  will  pass  over  this  road  to  and  from  Halifax, 
and  that  through  Maine  will  1h^  the  great  uvcmie  of  travel  betwtien 
Europe  and  America.  Widiout  expressing  any  opinion  as  to  the  Hound- 
ness  of  such  claims,  their  correctness  is  at  present  assumed,  and  is  made 
the  basis  of  action  on  the  part  of  the  people  of  the  Stale,  and,  to  a  cer- 
tain extent,  gives  cliaract<T  nnd  direction  to  thfir  railroad  eMler|)rises. 

Of  this  great  line,  that  portion  cMending  fri>m  |'(»itland  to  Water- 
ville,  a  distanc<'  ot"  ciLjhly-two  miles,  is  aheadv  provided  |i»r  by  a  por- 
tion of  the  Atlantic  and  St.  Ijawrcncc,  and  the  Androscoggin  and  Ken- 
nebec railrojids.  The  portion  from  Waterville  to  fVingor,  something 
over  Ht'ty  miles,  is  in  progress.  From  IVingor  to  the  bciundary  lin(>  ol" 
New  lirunswick,  no  delinite  jtlan  has  been  agreed  upon;  although  the 
iubjcct  is  receiving  the  careful  consideration  ot"  the  parties  having  it  in 
charge,  and  no  doubt  is  expressed  that  such  measures  will  be  taken  as 
shall  secure  complete  and  early  success  to  the  measure.  The  New 
Brunswick  ])orti(»n  of  it  is  already  provided  ii>r  by  a  contract  with  a 
company  of  eminent  FiUglish  contractors,  who,  it  is  Iwlieved,  will  also 
uud'rtake  the  Nova  Seotia  division.  Of  the  realization  of  ijiis  seheme 
at  the  earliest  day  there  can  be  no  doubt.  The  plan  meets  with  as 
hearty  ajiproval  in  th(!  provira-cs,  and  in  (Ireat  Britain,  as  it  does  in 
Maine;  and  on  both  sides  of  tlu;  water  are  the  n-sults  clainu'd  fully 
conceded.  Such  l)einLj  the  liict.  jineign  capital  will  be  certain  to  sup- 
ply, and  is,  indeed,  now  supplying,  whatever  may  be  lacking  in  lliis 
country. 

Anf)tlier  l(^•lding  road  in  Maine  is  the  Kenn(diec  and  Portland,  ex- 
tending from  Portland  to  Augusta,  upon  the  Kennebec  river,  a  dis- 
tance of  over  sixty  mih's.  This  road  it  is  proposed  to  extend,  to  f()rni 
a  juiuMion  with  the  IVnobscot  and  Kennebec,  by  which  it  will  become 
a  convenient  link  from  Portland  east  in  the  great  European  and  North 
American  line  already  relerred  to. 

An  im]>ortant  line  of  road  is  also  in  progress,  toexten<l  from  Portland 
to  South  licrwick,  there  to  ti>rm  a  junction  with  the  Boston  and  Maine 
road — thus  f()rming  two  independent  lines  of  railroad  between  Portland 
and  Jloston.  A  portion  of  this  line  is  in  operation,  and  the  whole 
under  contract,  to  be  completed  at  an  early  day. 

A  proj(X't  of  considerable  importance  is  also  at  the  present  time 
engrossing  the  attention  of  the  jjcoplu  of  liangor — thi^t  of  a  railroad 


I 


COLONIAL   AND   LAKB   TRADE. 


S.W 


(\  Sofore 

ivo  with 

ii>n  (if  it 

always 

;i(l  if*  the 

•fcoiuf  n 

lie  New. 

Il;inu;(>r, 

<\vi('k,  in 

r  iN'nol>- 

)nil  K(>ii- 

•,  now  ill 

iii)'(l  ttiiit 

IJalifiix, 

l)('tw<!«'n 

hr  HO\in(l- 

il  is  luiid'^ 
to  ;i  ccr- 

'I  |)t•i^^^'S. 

.)  W.itcr- 
hv  !»  por- 

Mllll    Kt'll- 

iotiK'iliing 
rv  lin«;  of 
lioiit;h  tliP 
iviiiti[  it  ill 
•  tiikrii  ;i.s 
'I'lic  N.'W 
let  with  ;i 
,  will  also 
is  scheme 
Is  with  !is 
it  dors  ill 
iiiifd  liilly 
liii  to  sij|)- 
iiig  in  thii< 

tlaiifl,  fx- 
vcr,  it  di.H- 
id,  to  f()rni 

ill  Ix'COIlK* 

and  North 

n  l*orllr»n(l 

111(1  Maine 

I)  I'ortlaiul 

iho  whoii' 

('s(>nl  time 
a  railroad 


following;  tlio  IVnobacot  river  un  to  Fiiiicohi,  ii  dislnncr,  of  uhont  filly 
rnilcs.  As  thc^  route  is  n'tnarkahly  Hivoruhie,  iitid  easily  within  the 
means  of  the  city  of  Bangor,  its  speedy  cotislruction  may  he  .s(  t  down 


as  certain.  It  is  iniieh  needed  to  aeeotnmodate  the  important  himher- 
ing  interest  on  that  riv«!r.  From  llangor  to  Oldlown — a  «listanee  of 
twelve  niilc'8 — a  ruilroad  ulreatly  exists,  which  will  t()rin  a  part  of  the 
ahove  line. 

The  j)roje(;lfl  eniitii(!rat<'d  «'mhrace  a  view  of  nil  the  pro[)o»cd  works 
in  Maine,  of  especial  puhlic  interest. 


NKW   JKIIHKY. 

Population  in  1830,  -31>(),S'2;};  in  IMIO,  ;i7:j,;5(l(;;  in  1S5(), -ISO.-'/A 
Area  in  sonare  miles,  (S,.'}'J();  inhahitatits  to  stpiare  mile,  .'i.S.!S4. 

The  railroads  of  New  Jersey,  as  do  tliosc  of  llie  Slate  of  (Joiineeti- 
<"nt,  derive  their  chiet*  inip«irtanee  from  their  etuiiiexioii  \^ilh  tiie  routes 
of  commer(;e  and  travel  of  otluT  kStales. 

The  most  iiriportatit  roads  in  the  State  air  those  niiiliiiu;  New  York 
and  IMiiladrlpliia,  tiie  i'ltimlni  and  ^linlinij  :iiid  the  S(  ir  Ji:ri(i/  railroads, 
in  eonn(^xi(»n  with  tin*  Phitadelphia  mid  Vnninii  road,  lyinij;  within  the 
State  of  Pennsylvania.  Upon  these  roads  are  tlirown  not  only  the 
travel  hi  Iween  the  two  largest  cities  in  the  I'liiled  Slates,  hut  hetween 
the  two  great  divisions  of  the  eoinitiy.  As  might  he  expi'cted  from 
such  relations,  they  command  an  immense  passenger  triilhc,  and  rank 
among  our  m  »st  successful  and  productive  works  of  the  kind.  They 
tir(!  much  more  important  as  routes  of  travel  than  of  commerce,  as  the 
Uaritan  canal,  wliicli  has  the  same  general  direction  and  connexions,  is 
a  hetter  medium  li>r  heavy  lraiis[)ortatiou. 

Another  impoitant  work  is  the  \rir  Jasii/  (^rff/>v//,  which  traverses  the 
8tat<'  from  east  to  west.  At  Kli/alntlitown  it  conin>ets  with  the  New 
Jersey  road,  thus  liirmiiig  a  direct  railroad  connexion  hetween  New 
York  and  Iviston,  on  tlie  Delaware  river.  This  roail,  though  locally 
important,  is  still  more  so  liom  its  prospective  connexions  with  other 
great  lines  of  road,  eitln  r  in  pi(tgress  or  in  operation.  It  is  j)roposed  to 
extend  itupthe  valley  of  the  Lt^higli,  and  through  the  mountain  range 
lying  hetween  tlie  J)elaware  and  Sus(|nehaiina  rivers,  to  Catawissa, 
on  the  latter,  from  which  it  will  he  carried  to  Williamsport,  to  t()rm  a 
coiniexion  with  the  tSinifjunj  und  Erir  roail,  which  is  ahout  to  l)C  com- 
menced. Upon  the  completion  (»t  these,  the  Central  would  not  only 
form  a  very  important  avenue  hetween  the  city  of  New  York  and  the 
coal-fields  ot"  Pennsylvania,  from  which  tliat  city  draws  its  sup()Iies  of 
fuel,  but  would  unite  the  city  with  Lake  Erit-,  opening  a  m-w  and  di- 
rect line  tor  the  trade  of  the  West,  and  j)lacing  New  York  in  very  tiivor- 
ahle  relations  to  the  proposed  Sunhury  and  Erie  lin(\  Frtm  Easlon  to 
Sunhury  a  large  amount  has  alrearly  been  (>xpended  ti)r  \.\n\  purpose  of 
opening  the  ahove  communication,  and  no  doubt  is  expressed  that  this 
project  will  be  speedily  realized. 

A  road  is  also  in  progress  iioin  Trenton,  designed  to  toUow  the  Del- 
aware  up  to  the  Water  CJap,   ior  the  purpose  of  connecting  with  the 


^'  1 


ii  r 


260 


ANDREWS     REPORT   ON 


Hi 


■I 


proposed  road  from  the  Lackawanna  valley  to  that  place,  and  of  open- 
ing an  outlet  for  the  latter  in  the  direction  of  Philadelphia.  This  road 
has  already  been  completed  to  Lambertville,  and  is  in  progress  beyond 
that  point. 

Another  important  road  in  this  State,  possessing  similar  characteris- 
tics with  the  Central,  is  the  Morris  and  Essex.  This  road  is  now  ir» 
operation  to  Dover,  a  dist.'ince  of  about  forty  miles  irom  New  York, 
and  is  in  progress  to  a  point  on  the  Delaware  river,  opposite  tiic  Water 
Gap.  JVom  the  Water  Gap  a  road  is  proposed  extending  to  the  Lacka- 
wanna valley,  at  Scranton,  the  centre  of  very  extensive  deposiles  of 
iron  and  coal.  The  imporiiiM'je  of  a  continuous  line  of  railroad  from 
the  co:il-(ields  of  I'en'ijiylvania  to  New  York  bus  already  Ixien  adverted 
to.  The  extension  of  the  Morris  and  Essex  line  into  the  Liiekawanna 
vnlley  is  of  the  first  c'O'.biMpience,  from  the  connexion  it  would  there 
tbrm.  Till-  viuley  is  a.  eady  connected  with  western  New  York  and 
the  great  lakes,  and  will  be  the  li)cal  point  of  a  large  number  of  ro.ids, 
constructed  ibr  ih(>  purpose  ol'  becoming  outlets  for  its  coal  in  a  noith- 
erly  direction,  lly  the  opening  of  a  railroad  from  ihis  valley  to  New 
York,  a  new  and  important  route  would  be  formed  between  th;il  city 
and  the  lakes,  which  could  not  fail  to  l)eeome  a  valuable  one,  lK)th  li)r 
commerce  and  travel. 

Through  the  northern  piirt  of  the  Stale,  the  Erie  railrond  is  now 
brought  to  Jersey  City  by  m(!ans  of  what  is  now  called  the  Union  rail- 
road, composed  of"  two  short  roads,  previously  known  as  the  Valersun 
and  the  Fatcrson  and  llama pn  ;  \\\v  track  of  this  will  be  relaid,  ■^^^  ;is  to 
correspond  to  the  Erie  giiiige.  Through  this  road  the  Erie  is  brought 
directly  to  tlie  Hudson,  opj)osite  New  York — a  mailer  of  great  import- 
ance so  far  as  its  j)iisseng<r  traffa;  is  concerned.  The  tt)rmer  is  leased 
to,  aiul  is  run  as  a  part  of",  the  Erie  road. 

A  railroad  is  nlso  in  progress  from  Camd(!n,  opposite!  I*hil;alelj)hia, 
to  Absecum  lieaeli,  on  tlie  Atlantic  coast.  Tiiis  road  will  traverse  tho 
Stiite  centrally,  from  northwest  to  soullieast,  and  will  prove  a  great 
beni'fit  to  the  country  traversed. 

Canals  of  New  Jcrsnj. 

There  arc  two  cnnals  of  coiisiderable  importance  in  the  State — the 
Dcliiivnrr  and  llaritmi,  and  the  Morris  and  Essex. 

The  Ihlamtre  and  llarilan  canal,  the  most  considerable  work  of  the 
two,  commences  at  New  Brunswick  and  extends  to  Bordentown,  a  dia- 
tnnce  oi'  43  miles.  It  is  75  feet  wide  at  the  surface,  and  47  at  the 
bottom,  nnd  7  ii-et  deep.  TIhtc  are  seven  locks  at  eacli  end,  110  W.vX 
long,  and  24  lin-l  wide,  having  eight  fi-et  lilt  each.  Tliese  locks  piiss 
boats  of  228  tf)n3  burden.  The  canal  is  supplied  from  th(«  Delaware 
river,  by  a  feeder  tnken  out  22  miles  above  Trenton.  This  canal  con- 
necls  with  the  Delaware  division  of  the  J*ennsylvania  canals,  and  is 
the  principal  chanii;  1  through  which  New  York  is  supplied  willi  coal. 
It  also  commands  a  large  amount  of  freight  between  New  York  and 
IMiiladelphla,  and  is  navigated  by  regular  lines  of  propellers,  running 
between  the  two  cities.  This  work  is  of  very  great  importijuce  to  the 
city  of"  New  York,  us  a  means  of  supplying  that  city  with  coal,  and 


COLONIAL    AND    LAKE    TRADE. 


261 


of  open- 
liis  road 
>  beyoiiil 

ractoris- 
n  nf)w  in 
tv  York, 
c  Water 
;  Lacka- 
osiles  ot 
ad  from 
itlvertcci 
vawaniKJ 
lid  tlu;ro 
fork  and 
of  roads, 

a  noilli- 
-  to  New 
that  city 

lx)tli  lor 

I  is  now 

n'fon  rail- 
Valerson 
,  &o  as  to 
i  Iwou^lit 
I  iui))ort- 
ib  leased 

lelphia, 
ver:?e  tho 
e  u  ;4reat 


tate — the 

rk  of  the 
,vn,  a  dis- 
7  at  tho 

110  feet 
)eks  pass 
Delaware 
anal  con- 
s,  and  is 
vitli  coal, 
fork  and 

running 
ice  to  the 
:oal,  and 


■ 


as  affording  a  convenient  channel  of  communication  with  Philadelphia. 
It  is  also  an  important  work  in  a  national  point  of  view  ;  as,  in  con- 
nexion with  the  Chesapeake  and  Delaware  and  the  Dismal  Swamp 
canals,  it  forms  an  internal  navigable  water-line,  commencing  with 
Long  Island  sound,  and  extending  south,  and  by  way  of  the  cities  of 
New  York,  Philadelphia,  Baltimore,  and  Norfolk,  to  the  south  part  of 
North  Carolina.  This  fact  was  regarded  of  great  consequence  to  the 
commerce  of  the  country,  prior  to  the  construction  of  railroads,  as  it 
would  have  enabled  our  people  to  maintain  an  uninterrupted  commu- 
ni(!alion  between  the  different  portions  of  the  country  in  the  event  of  a 
war  with  a  fi)reign  power. 

Morria  ami  Essex  canal. — This  work  extends  by  a  circuitous  route 
from  Jersey  City  to  the  Delaware  river,  at  Easton.  Its  length  is  about 
one  hundred  miles.  Its  revenues  are  principally  derived  fiom  the  local 
traffic  of  tjje  country  traversed,  and  the  transportation  of  coal,  which 
is  brought  to  Easton  hy  the  Lehigh  canal.  Its  relations  to  the  com- 
merce of  the  country  are  not  such  as  to  call  tor  particular  notice. 


PKXNSYLVANIA. 

Population  in  1830,  1,348,233;  in  1840,  1,724,033 ;  in  1850,  2,311,- 
78().     Area  in  s(jiian!  miles,  4(),000  ;  inhabitants  to  square  mile,  .50.25. 

The  attention  of  the  people  of  Pennsylvania  was,  at  an  early  period 
in  our  history,  turned  to  the  subject  of  internal  improvements,  with  a 
view  to  the  local  wants  of  th('  vState,  and  for  the  purpose  of  opening  a 
water  communication  between  the  Delaware  river  and  the  navigable 
waters  of  the  Ohio.  It  was  not.  however,  till  stimulated  by  tiie  exam- 
ple of  Ni!W  York,  and  the  results  which  her  great  work,  th  Erie  canal, 
was  achieving  in  devf-loping  and  secuning  to  the  former  tlie  trade  of  the 
West,  that  th(!  State  of  Pennsylvania  commenced  the  eonstrucaion  of 
various  works  which  make  up  the  elaborate  system  of  that  State. 

The  great  Vniiisijtvonia  line  of  improvement,  ext<'U(ling  from  Philadel- 
phia to  J'ittsburg,  was  commenced  on  the  4th  of  July,  182G,  and  was 
linally  eoniph^led  in  March,  1834.  It  is  made  up  partly  of  railroad  and 
partly  of  canal,  the  works  that  conip()S(>  it  being  the  Columbia  railroad, 
extending  from  Philadelphia  to  Colambia,  a  distance  of  82  miles  ;  the 
cast(  rn  and  Juniata  divisions  of  th(^  I'eiuisylvania  canal,  extending  from 
(/oUunbia,  on  the  Susquehanna  river,  to  Hollidaysburg,  at  the  liMse  of 
the  Alleghiuiy  mountains,  a  distance  of  172  miles  ;  llie  Portage  railroad, 
extenthng  from  Hollidaysburg  to  Johnston,  a  distance  of  3(5  miles,  and 
by  which  the  mountains  are  surmounted  ;  and  the  wciern  division  of 
the  Peruisylvania  canal,  extending  from  .Tohnston  :o  Pittsburg,  a  dis- 
tance r»f  104  miles;  making  the  entire  distance  irom  Phila{lel|)hia  to 
Pittsburg  by  this  line  394  miles.  The  canals  are  4  tint  dej^p,  28  fi-et 
wide  at  the  bottom,  and  40  at  the  water-line.  Its  locks  are  90  leet  long, 
and  from  15  to  17  li'et  wide.  The  AUegliar.y  mountains  arc  passed  by 
a  summit  of  2,491  feet,  and  the  eastern  division  of  the  canal  attains  a 
height  of  1,092  tJ'ct  above  tide-water.  The  Portage  road  consists  of  u 
Bcries  of  inclined  planes,   which  are   worked   hy  stationary  engines. 


' 


..   ! 


u 


:i  J 


li 


i 


262 


ANDREWS     REPORT   ON 


The  cost  of  this  great  line  up  to  the  present  time  has  been  about 
$15,000,000. 

The  eastern  division  of  the  canal  has  an  additional  outlet,  by  means 
of  the  Tide-water  canal,  (a  private  enterprise,)  which  extends  from 
Columbia  to  Havre  de  Grace,  on  the  Chesapeake  bay,  in  Maryland. 
It  forms  an  important  avenue  between  both  Philadelphia  and  Balti- 
more and  the  interior  of  the  State,  as  the  boats  that  navigate  it  are, 
after  reaching  tide-water,  conveniently  taken  to  either  city,  as  the  case 
may  re(iuirc. 

The  line  of  improvement  we  have  described  was  constructed  with 
similar  objects,  and  bears  the  same  relation  to  the  city  of  Philadelphia 
as  docs  the  Erie  canal  to  the  city  of  New  York.  It  has  not,  iiowever, 
achieved  e{\iui\  results,  partly  from  the  want  of  convenient  western 
coiHK'xioiis,  from  the  unfavorable  cliaracter  of  tl)e  route,  and  partly 
tVom  the  fact  that  the  line  is  made  up  of  railroad  and  canal,  involving 
greater  cost  of  ir.insporlalion  than  upon  the  New  York  work.  It  has, 
Iiowever,  proved  of  vast  utility  to  the  city  of  Philadelphia  and  to  the 
k'^tatr,  and  lits  enabled  ihc  ll)rmer  to  maintain  -i  very  large  trade  which 
she  Would  li.ivc  lost  but  ii)r  the  above  line.  The  comparatively  heavy 
cost  of  transportation  over  this  route  has  not  enabled  it  to  compete 
with  the  New  York  improvements,  as  an  outlet  for  the  ehe;ip  and  bulky 
products  ot"  the  West;  but  so  fiir  as  the  return  movement  is  coDccrned, 
It  enjoys  some  advantages  over  the  liamer,  the  most  important  of  which 
is  the  longer  period  during  which  it  is  in  operation.  At  th(>  connnence- 
niont  of  the  season  it  op»'ns  fi)r  business  alxiut  a  month  earlier  than  the 
Erie  canal — a  fact  wiiirij  secures  to  it  and  to  the  city  of  lMiila(lelj)hia 
a  very  large  trade  long  beli)re  its  rival  comes  into  o{)eration;  so  that, 
although  it  may  not  have  realized  the  expectations  ti)rmed  from  'c  as 
an  outlet  ilir  western  trade,  it  has  been  the  great  suj){)orl  (»f  Philadel- 
phia, without  which  her  trade  must  have  succumbed  lo  the  superior 
advantages  of , New  York.  -  •, 

It  would  be  a  matter  of  nnieh  interest  could  the  movement  of  pro- 
perty, u[)on  the  two  lines  ol  improv(  incnl  from  tide-water  to  the  navi- 
gahle  waters  of  tht-  West,  be  compared,  l)oth  in  toi»nagt>  and  value. 
The  r(  turns  of  the  Pennsylvania  works,  however,  do  not  furnish  the 
neci  ss;n  V  diifa  t()r  such  a  comparison.  There  are  no  melhoils  ol  dis- 
tinguishing accurately  the  local  iioui  the  through-toiaiiige,  nor  the 
(juantity  or  value  of  properly  received  Iroin  other  St.'ites,  as  is  shown 
upon  the  New  York  works.  The  returns  of  the  business  on  the  l()rmer, 
however,  show  only  a  small  movement  east  over  the  l'oit;ige  road, 
which  must  indicate  pictly  correctly  the  tlnoinjfh  movement.  In  the 
opposite  direction  the  amount,  both  in  value  and  toiniage,  is  nuicli 
larger.  A  better  idea,  prot)ably)  can  he  l()rmed  of  the  value  and 
amount  of  this  trallie  Iroin  the  »'Xtent  of  the  jobbing  trade  of  I'hiladel- 
phia,  a  very  consider;d)le  portion  of  which  nnist  piiss  over  the  above 
route.  I'l)il;id«'lphia,  though  it  docs  not  possess  a  huge  lt)reign  com- 
merces if,  one  of  the  great  distributing  points  of  merchandise  in  the 
L'nion  ;  and  the  large  jntpulation  and  the  very  rapid  growth  of  that 
city,  in  the  absence  of  the  j'ortign  trade  enjoyed  by  New  York,  proves 
conclusively  the  immense  ilunnstir.  commerce  of  iIk^  l()rmer. 

Another  great  line  of  improvement   undertaken  by  the  Slate  is  com- 


COLONIAL   AND   LAKE    TRADE. 


263 


[1  about 

r  means 
Js  from 
iryland. 
1  Balti- 
it  are, 
the  case 

cd  with 
idelphia 
owever, 
western 
1  piutly 
uvolviiig 
It  lias, 
d  to  the 
]("  which 
ly  heavy 
compete 
ml  bulky 
nccrnetl, 
of  which 
mneiice- 

tlian  the 
adelphia 

so  that, 
loni  'c  as 
I'hiladel- 

superior 

It  of"  pnv 
the  uavi- 
ikI  vidiie. 
riiish  the 
Is  oi  did- 
,  nor  the 
is  shown 
le  i()riner, 
ige  road, 
.     In  tlie 
is   uiiicli 
ahic  and 
I'hihulel- 
hc  ahove 
'ii»n   com- 
isc   ill  ihe 
ill  of  that 
k,  proves 

Ic  is  com- 


posed of  the  Susquehanna  division  of  the  Pennsylvania  canal,  extending 
liom  the  mouth  of  the  Juniata  to  Northumberland,  a  distance  of  39 
miles,  and  the  North  Branch  canal,  extending  from  Northumberland 
to  the  State  line  of  New  York,  a  distance  of  162  miles,  where  it  will 
connect  with  the  New  York  State  works  and  tlie  numerous  proposed 
lines  of  railroad  centring  at  Elmira.  Of  this  last-named  canal,  112 
miles,  extending  from  the  mouth  of  the  Juniata  to  Lackawannock, 
have  been  completed,  at  a  cost  of  nearly  $3,000,000,  and  the  remain- 
der of  the  line  is  in  rapid  progress.  As  the  lower  part  of  this  canal 
will  connect  with  the  Pennsylvania,  and  through  this  with  the  Tide- 
water canal,  a  great  navigable  water-line  will  be  constructed,  extt^nd- 
ing  through  the  central  portions  of  the  State  from  north  to  south.  This 
line  will,  lor  a  considerable  portion  of  its  distance,  traverse  the  anthra- 
cite coal-fields  of  the  State,  from  which  a  large  traffic  is  anticipated. 
A  large  trade  is  also  expected  from  the  New  York  works  in  such 
articles  as  Philadelphia  and  Baltimore  are  better  adapted  to  supply 
than  New  York. 

Another  important  work,  so  far  as  the  coal  trade  of  the  country  is 
concern(>d,  is  the  Ddairnrc  (livision  of  the  Poausijlvania  canal,  ext<Miding 
from  Bristol  to  Easlon,  a  distance  of  sixty  miles.  This  work  l()rms 
the  outlet  to  the  great  Lehigh  c(jal-fields.  Its  cost  has  been  about 
S?  1,500,000. 

In  the  western  portion  of  the  State  several  important  works  were 
projected,  as  a  jiart  of  the  great  system  originally  projiosed,  although 
only  ati  iiu.-onsitlfrable  portion  of  llieiu  has  been  compli'Led  by  the  Stale. 
Oi  these  are,  first,  the  livavvr  dinxhtn  of  the  J\/insylt'(inia,  canal,  com- 
mencing at  Beaver,  on  the  Ohio,  at  the  mouth  of  Betiver  river,  and 
extending  to  NcweaslK',  about  twenty-five  miles.  This  canal  t()rm3 
the  trunk  of  tlu'  Mahoning  canal,  extiJidiiig  from  the  State  line  of 
Pemisylvania  t<i  the  Ohio  canal,  at  Aki(»n,  a  distance  of  about  seventy- 
six  miles;  and  also  of  the  Krie  extension  of"  i  ;'  Pennsylvania  canal, 
coaiineihing  near  Newiastle  and  extending  to  Lrie,  a  distance  of  about 
one  hundred  and  six  miles. 

This  la.-l-descrilKd  work  has  passed  into  privile  hands.  Ii  is  at  the 
present  time  chieflv  eiuploved  in  the  trau^poilalion  oi  coal,  and  is  the 
prineip.d  avenue  lor  the  supplv  of  this  aril.le  to  Lake  Erie.  Connected 
with  the  Erie  extension  is  a  Stale  work  called  the  French  creek  li^-eder 
and  Franklin  bianch,  extending  liom  Franklin,  on  the  Allt  ghany  river, 
to  ('oiiui  aut  lake,  by  wav  of  Meadville,  a  distance  of  abi)nl  fitly  miles. 
These  iinpKivenients  in  the  western  pari  of  the  State  are  chiefly  im- 
portant as  local  works  ;  they  have  not  proveil  productive  as  invest- 
uieiits,  (hough  hii^hly  bent  ficial  to  the  cotintry  traversed. 

Tl»'  Wi  St  Branch  canal,  extending  from  iS'orihumberland  to  Lock- 
havea,  a  ih>ianee  of  s'  venly-two  miles,  is  a  work  of  much  local  im- 
portance, UH  it  traverses  a  region  very  rich  both  in  soil  aJid  mini>rals. 

The  above  constilnte  the  leading  work^  which  belong  to  the  Slate 
syst(  ui,  as  it  may  be  t  rmed.  There  are  a  liu  other  works  of  minor 
im[)orlaace,  which  do  not  call  f(>r  particular  notice. 

So  fin-  as  their  income  is  concerned,  the  various  works  undertaken 
and  executed  by  lh<;  Stale  have  not  proved  productive,  though  llu^y 
iiavc  been  of  vajsl  utility,  aad  have  exerted  a  great  iniluence  in  dcvel- 


>.    .) 


II 


264 


ANDREWS     REPORT   ON 


oping  the  resources  of  the  State.  The  usefulness  of  the  great  Central 
line  has  been  seriously  impaired  b}"^  the  compound  and  irtconvenient 
character  of  the  work,  n)ad(!  up  partly  of  railroad  and  partly  of  canal. 
The  mountains  are  overcome  by  inclined  planes,  which  are  now  re- 
garded as  inconjpatible  with  the  profitable  operation  of  a  railroad,  mid 
which  are  to  he  avoided  on  the  route  by  works  now  in  progress.  The 
other  works  described,  not  having  been  carried  out  according  to  the 
original  plan,  have  failed  to  make  the  connexions  conienipiated,  and 
conse(]uently  have  not  realized  the  results  predicted.  Th(j  State  of 
Pennsylvania,  however,  possesses  within  herself  elements  which,  pro- 
perly developed,  are  fitted  to  render  her,  probably,  the  first  State  in 
the  Uiiion  in  pn])ulati(>n  and  wealth.  This  has,  to  a  gn>at  extent,  been 
aln^ady  fffeeted  by  tlii>  works  dcvscrilH'd,  which  have  in  this  way  added 
to  the  various  iiilcresls  of  the  State  a  value  tenibld  gr(  iter  than  the 
cf;.-:: ;  and  her  prople  e;in  much  betler  afford  to  pay  iIm;  ii-ini.n.H^  sums 
which  these  works  have  cost,  than  renmiu  unprovidtid  \^idi  .uich  im- 
p'ovemciits,  ev(Mi  with  cnliic  ii-eedom  from  debt. 

Annexed  is  a  tabsjlar  sla?einent,.sliowiivg  the  lengUi  ai.il  co6t  of  the 
various  Slate  work^^  above  described. 

Tabuldv  Sftifcinrfif  xlifwhfg-  (he  Ic/ti^lh,  cost,  to.'ni  ifrr/htr,  tnii}  r.r/ienditures 
(>/'  the  public  trunks  of  Veuiifijlmnui  u^i  to  .hininsnj  1,  i8;.ci. 


Li  IK'S. 


Columbia  ami  Miil:ul<'!j>liia  railway. 

KasttTii  division  of  canal 

Juniata  liivisum  ot'caiwil 

Allcirliany  I'ortaijc  rail\v;iy 

Western  ilivisiim  dl'  canal 


ToUl  main  lino. 


Delaware  division  of  canal.. .  . 
Susqiiolianiia  division  ofcanal. 
North  Mranch  divisron  of  canal 
'Wc^l  I'.iauili  division  of  caual. 


Frcncli  Creek  division  of  canaf. 
Bcavur  divisitm  ofcanal 


hfnc;tli. 

Cost. 

Revenue-. 

Kii.pendiiures. 

Miles. 

43 

130 
3G 

105 

$4,791,548  91 
l,737,',>:tti  97 

3, .070. on;  'J9 

l,s(i(t.7.'c>  76 
3,09(i.5±2  .30 

■{17. 483 ,395  53 
•J,6»;i.00S  (15 
l,37l,94fi  .v.) 
2.9,si,769  10 
2,523,979  59 

J5. 105,058  3!> 

762,'.W1  3I» 

1,760,583  19- 

3.161,327  2f> 

1.197,182  83 

396 

CO 
39 

7:) 
'•1 

15,056,077  i23 

I,. 3^14,6(16  96 

K 17, 160  .V2 
l,:i!W.37;>'  .35 
1,S3'2,0M3  ^'^ 

17,026,100  ti6 

2,2.38,694  75 
40->.7';!l  15 

1,003.017  5n 
449.058  19 

11,987,132  97 

1.117,716  7IF 
.V)4..K{5  22 
753,6(J2  17 
73M,470  58 

640 

•i0,768,'JO7  34 

817,775)  T4 
51>2.3(iO  05 

21,119,ft-(>  53 

5,8(9  67 
38.312  29 

I5,151,«l7  64 

143,911  94 
210,360  00 

710 

22,098,447   13 

21,1(^1,812  49 

15,506,089  58 

70,782  6G 


TJnfiniHiicd  Iniprovf incuts..  ..... 

Hoard  ot'Canal  ( 'nmiiiissioncrs.  .  . 

Hoard  of  Appniisers 

Collectors,  \vei;r|iniast(.'r.i,und  lofk- 

kec|,crK , J ' 1  ,.3'»8,3S4  14 

Exploratory  surveys 157,731   14    ' 


314  i  7, 7 1 2.. 131  69 

70.7f^2  67 
17,584  93 


ToUl I,(ja4  [30,057,077  56   21,163,812  49  ,  16,925,256  38 


i- 


1,: 


Prir</le  Worls. 

Pennsijlvnn'ia  rni/rotiil. — The  object   of  the  I'eniisvlvania  railroad  is 
to  provide  a  belter  avenue  li)r  the  trade  between  riuladeiphia  and  iho 


COLONIAL   AND   LAKE    TRADE. 


265 


Central 
ivenient 
t"  canaU 
low  re- 
nd, ^ikJ 
3.  The 
f  to  tlie 
[(>(1,  and 
Stiite  of 
eh,  pro- 
Stiitc  in 
lit,  b(;on 
y  ntliled 
bill!  the 
»e  sums 
uch  iin- 

jt  of  llie 


mifitiires 


enditures. 


105, nSH  3'> 

tilt,ii83  19 
IGI,U:27  2f> 
1117,  IH-J  H3 

Jd7,l3:i  U7 

injlfi  7(? 

,.):(,  GU-i  17 

;:)s,47()  "irt 

i:)l,Hl7  (!4 
113,911  94 

ji(i,3H(i  (K) 
:)0G,U'S9  r>a 


70,782  6(i 


:v>8.:hi  u 


U:>:.,-i5fi  38 


I 


ilroftd  is 
ami  iht) 


intorlnr — nno  more  in  hnrmony  with  the  works  in  prnirross^ind  onora- 
tioii  in  olhor  States  than  the  great  line  aheady  d("scribed.  The  latter 
is  not  only  poorly  adapted  to  its  objccis,  bnt  is  closed  a  considerable 
jortioa  of  the  year  by  frost.  The  mercantile  classes  of  Philadelphia 
jav(!  long  ielt  the  necessity  of  a  work  better  adapted  to  their  wants, 
and  fitted  to  become  a  great  route  of  travel  as  well  as  commerc(^  tiom 
the  intimate  relation  that  the  one  bcuirs  to  the  other.  It  is  by  this  in- 
terest that  the  above  work  was  proposed,  and  by  which  the  means 
have  been  furnished  for  its  construction.  The  convietiojp  of  which  we 
have  spoken  has  been   instrumental  in  procuring  the  money  for  this 

Erojeet  as  fast  as  it  could  be  economically  expended.  The  work  has 
een  pushed  forward  with  extraordinary  energy  from  its  commence- 
ment. Aheady  a  great  portion  of  the  line  lias  been  brought  into 
operation,  and  the  whole  will  soon  be  completed. 

Thr  IV-nnsylvania  railroad  commences  at  Harrisburg  and  extends 
to  Piilsburg,  a  distance  of  two  hundred  and  fifty  miles.  The  general 
route  of  the  road  is  fiivorable,  with  the  exception  of  the  mountain  di- 
vision. The  summit  is  crossed  at  about  2,200  fi-et  above  tidowater, 
involving  gradients  of  ninety-five  feet  to  the  mile,  which  are  less  than 
those  resorted  to  on  the  Bahimore  and  Ohio  railroad,  and  not  much 
exceeding  llios(!  profital)ly  work(Ml  on  the  Western  railroad  of  Massa- 
chusetts. The  rout(^  is  grjided,  and  the  structures  are  prepared  li)r  a 
double  track,  whic^h  will  be  laid  as  soon  as  possible*  al'u-r  the  first  shall 
be  opened  'i'lu^  cost  of  the  road,  f!)r  a  single  track,  is  estimated  at 
$12,r;()(),()(J0,  of  which  $i),750,0()0  have  be(>n  alrea<ly  providetl  by 
stock  subscriptions.  The  balance  is  1o  l)e  raised  by  an  issu(;  of  iionds. 
The  road  is  to  be  a  first-class  work  in  eM>ry  resjiect,  and  is  constructed 
in  .a  manner  fitting  the  great  avenue  between  IMiiladelphia  and  the 
western  States. 

As  a  t/inwfrfi  route,  [)oth  f()r  trade  and  travel,  th(M-e  is  hardly  a  work 
of  the  kind  in  the  United  States  [)oss(>ssing  greater  advantagi^s  or  a 
stronger  position.  Its  western  terminus  (Pitlshurg)  is  already  a  cil} 
of  nearly  100,000  inhabitants,  and  is  rapidly  incn^ising.  That  city  is 
tli(!  seat  of  a  large  manufacturing  interest,  and  the  c<'ntre  of  a  con- 
siderable trade;  and  a  road  (ronneeting  it  with  the  commercial  me- 
tropolis of  the  State  cannot  tiiil  to  command  an  immensi;  and  lucrative 
trallie. 

The  western  connt^xions  which  this  road  will  make  at  Pittsburg  arc 
of  the  most  favorabh;  charai-ter.  It.alreiidy  has  an  outlet  to  Iiaki>  Krie 
through  the  Oliitt  and  Pennsylvania  and  tht>  Clevi  land  and  Wellsville 
roads.  The  fiirmer  of  these  is  regarded  as  the  appntpriate  extension 
of  the  Pennsylvania  line  to  the  central  and  western  portions  of  Ohio. 
Through  the  Pittsburg  and  Steubenville  road  (a  work  now  in  progress) 
a  connexion  will  be  optnied  with  the  Steubenville  and  Indiana  railroad, 
which  is  in  jirogress  from  Steub(>nville  to  Columbus.  These;  lines,  in 
conii(>xion  with  the  Pennsylvania  road,  w'ill  constitute  one  of  the  short- 
est iiracticable  routes  between  Phihidelphia  and  C(Mitral  Ohio.  At 
Greenburg,  25  miles  east  of  I'ittsburg,  the  Hempfield  railroad  will 
form  a  direcJt  and  convenient  connexion  with  VVh(>eling,  which  has 
already  become  an  important  point  in  the  railroad  system  of  the  coun- 
try.    At  that  city,  by  means  of  the  Hempfield  line,  the  l*cnnsylvania 


i 

i 


It.  I, 


2G6 


ANDREWS     REPORT   ON 


road  will  he  connoctcd  with  the  central  Ohio  and  with  the  northern 
extension  of  the  Cincinnati  and  Marietta  roads ;  and  through  all  the 
ahovc-named  linos  the  former  will  be  brought  into  intimate  and  conve- 
nient relations  with  every  portion  of  the  western  States. 

The  Pennsylvania  road  must  also  become  a  route  for  a  considerable 
portion  of  the  travel  between  the  western  States  and  the  more  northern 
Atlantic  cities.  J^om  New  York  it  will  constitute  a  shorter  line  to 
central  Ohio  than  any  offered  by  her  own  works.  It  will,  lor  such 
travel,  take  Philadelphia  in  its  course — a  matter  of  much  importance 
to  the  business  community. 

The  route  occupied  by  tlie  rof  d  is  one  of  the  best  in  the  country  for 
local  traffic,  possessing  a  fertile  soil  and  vast  mineral  wealth  in  its 
coal  and  iron  deposites.  From  each  of  these  sources  a  large  business 
in;.y  he  anticipated.  The  whole  road  cannot  fail,  in  time,  to  become 
the  seat  of- a  great  manufacturing  interest,  lor  which  th(^  coal  and  iron 
upon  the  route  will  (lirnish  abundant  materials. 

The  Pennsylvania  road,  though  only  partially  oj'.ened  for  bus^inesa, 
has  demonstrated  its  immense^  importance  tf)  the  trade  of  Philadelphia. 
i(  was  the  means  of  securing  to  that  city  during  tli«  prescni.  year  a 
very  large  spring  trade,  wliieh  otherwise  would  have  gone  to  New  York. 
Tl?  ,:  Ivanlages  already  secured  are  but  an  earnest,  it  is  claimed,  of 
what  the  above  work  will  achieve  when  fully  competed.  Il  is  eonli- 
dently  expected  by  its  jjrojectors  th  Jt  tlie  work  will  be  lollowed  by 
the  same  results  in  J'hiladt'lpliia  that  the  Erie  canal  secured  to  the  cnty 
of  New  York.  However  this  may  be,  then;  can  be  no  doubt  of  iL6  be- 
cf)ming  tlie  channel  of  an  extensive  commerce,  and  e:?e  calculated  to 
promote,  in  an  e/ninent  degree,  the  prosp<'rity  of  the  city  of  Philadel- 
phia, as  well  as  that  of  the  whole  Slate. 

Tli«'  next  most  itiiportant  work  in  the  State,  and  one  of  great(M-  local 
inip<trlaiice,  is  the  r/iKoddp/iia  and  limidinv  railroad.  This  work  is 
the  great  outlet  of  the  Schuylkill  cfial-li(>lds  to  tide-water.  On  this  ac- 
count it  hears  a  most  intimate  relation  to  most  of  the  great  intere.-ls  ot 
the  eoinitrv.  Its  length  is  about  ninety  miles,  and  its  total  cost  about 
S17.()(MI, ()()(),  It  is  one  ol  the  most  ex[»ensive  and  l)est-built  roa<!s  in 
the  L'nited  States.  All  its  grades  are  in  favor  ol'  the  heavy  tradic. 
Nearly  1?,0(I(),()()(J  tons  of  coal  have  been  transported  over  this  road  the 
past  year.  Tiiere  can  be  no  doidit  that  the  enormous  coal  liailic 
which  this  road  secures  to  J'hiladelphia  is  one  of  the  causes  of  the  ex- 
traordinary increase  of  that  city  froni  l^S-l*'  '(»  IH/jO.  This  work  has 
not,  till  a  eoniparafiv(^ly  n  cent  (>eriod,  proved  a  profitable  one  to  tla^ 
stockholders;  but  it  is  coniidenlly  expected  that  li»r  the  I'ulun  il  will 
yield  a  lucrative  income. 

r/il/ddi/jt/iiii,  Wilmliiirton,  and  litihimorc  mi/road. — This  woik  lies 
partly  in  tli(>  three  States  of  PemisylvaPiJi,  Defiwaie,  and  Ma:  viand, 
but  may  be  approj)riali  ly  described  with  the  iViuisylvania  roads.  Its 
income  is  chielly  derived  liom  its  passenger  tralhe.  It  is  one  of  the 
most  irnjxirtant  trunks  In  the  gn-at  coast-line  of  ri.iho.ids  between  the 
North  and  the  South,  and  would  hr  supposed  to  be  one  of  the  best  routes 
in  th(!  country  li)r  a  lucrative  irallic.  its  liMigth  is  ninety-eight  nnh'S, 
and  it  has  cost  something  over  $G, 000,000.  It  has  been  an  expensive 
vork  to  construct  and  maintain,  and  has  not,  conse(juenlly,  proved  very 


COLONIAL   AND    LAKE    TRADE. 


267 


profitable  to  stockholders,  though  its  value  in  this  respect  is  rapidly  in- 
creasing. Its  position  is  such  as  to  monopolize  the  travel  between  its 
termini  and  between  the  northern  and  southern  States. 

Among  the  other  railroads  in  operation  in  the  State  may  be  named, 
1st,  the  Philadelphia  and  Trenlon,  one  of  the  links  of  the  principal  line 
of  road  connecting  Philadelphia  with  New  York,  and  for  this  reason 
an  important  work.  This  is  one  of  the  leading  routes  of  travel  in  the 
country,  and  commands  a  very  profitable  traffic.  2d,  the  Horrisfmrg 
and  Lancaster  road,  which  forms  a  part  of  the  great  line  through  the 
State.  3tl,  the  York  and  Cumberland  road,  which  is  to  form  a  j)art  of 
the  line  through  central  Pennsylvania,  of  which  the  Susfjuchanna  road 
is  to  be  an  important  link.  4th,  the  Cvmhcrland  Valley  road,  extending 
from  Harrisburg  to  Chambersburg.  5th,  the  Laclnwanva  avd  Wratern 
road,  conncx'ting  the  northern  coal  mines  of  Pennsylvania  with  thf^  New 
York  improvements.  6tli,  the  Fhiladclphia,  GirmanUmin.,  and  Norris- 
lown  road,  of  which  it  is  proposed  to  t<)rm  the  base  of  a  line  extending 
from  Norristown  to  the  Delaware  river.  7lh,  the  Franklin  railroad, 
extending  from  Cliambersburg  to  Hagerstown,  Maryland.  8tli,  the 
Northeast.  9lh,  the  Franklin  Canal  road,  extending  tioni  Erie  to  the 
Ohio  State  line.  Thes(!  two  last  t()rin  the  onlv  existins;  link  between 
thf  railroads  of  the  Mississippi  valley  and  of  the  easlt^rn  States,  and 
will.  Iron)  their  favorable  relations,  coniniand  an  immense  business. 
Tlu-  Lackawanna  and  Western  will  soon  become  a  part  of  another 
throurrh  route  from  western  New  York  to  the  city.  Already  are  roads 
eillitr  in  progress  or  in  operation  fiom  New  York  to  the  Watt  r  Gap. 
The  completion  of  these  will  have  only  about  Ibrty-live  miles  of  new 
line,  to  open  a  new  and  shorter  rout(!  from  Great  Bend,  on  tht;  Erie 
road,  to  the  city  of  New  York  than  i)y  that  line. 

There  are  also  in  the  eastern  part  of  llie  State  numerous  coal  roads, 
the  most  important  of  which  is  the  Pennsylvania  Coal  Company's  road, 
extMidiug  Irom  the  Lackawanna  valley,  n  distance  ol"  something  over 
Ibrtv  miles,  to  the  Delaware  and  Hudson  canal.  With  the  above  ex- 
ception, the  coal  roads  are  short  lines;  as  they  are  purely  local  works, 
a  description  of  them  is  not  aj)propriate  to  this  report. 

There  are  several  very  impoitant  works,  proposed  and  in  progress, 
in  the  State.  Those  in  the  eastern  part  of  it  are:  the  road  iVoni  Norris- 
tcnvn  to  till  Di'laware  river,  which  is  to  be  extended  to  the  Water  Gap, 
tor  the  purpose  of  tl)rming  a  connexion  with  the  proposed  road  to  the 
Lackawanna  valley ;  the  Cafaii-issa,  fVillidmsiiort,  and  Erie  road, 
which  is  the  viitual  extension  of  the  Reading  road  into  the  Susciuehannu 
vallev ;  and  a  road  extending  from  Easton,  lollowliig  up  the  valley  ol  the 
Lehigh,  to  a  junction  with  the  road  last  named.  The  first  o{'  tlicse  is 
m  progri'ss.  The  Calawissa  road  was  partially  gradeil  son)'  years 
since,  and  ctlbrts  are  now  making  to  securi'  its  completion.  The  road 
up  tl'.c  vaUey  of  the  Lehigh  is  regartied  as  the  virtual  extension  of  the 
New  Jersey  Ct^ntral  road  into  the  valley  of  the  Susquehanna,  where  a 
coinxxion  will  be  ti)rmed  with  the  Sunl)ury  aad  Erie  road,  thus  open- 
ing a  din  ct  communication  between  the  latter  and  Niw  York,  and 
placing  that  city  in  as  favorable  connexions  with  the  proposed  fine  to 
I^ake  Erie  !)s  Philadelphia. 

An  iu)porlant  fine  of  road  is  soon  to  be  commenced,  extending  Ironi 


n 


flW 


l 


268 


ANDREWS     REPORT    ON 


Hfirri^!?nir<jf  up  fho  vnllry  of  (fir  Pusfjiiphnnna  to  'RTmlrri,  in  the.  State 
of  New  York.  This  work  ;nay  he  rcg.irdcd  Jis  ;i  P>;i!tiinoic  project,  iind 
is  sudicictitly  dcscrilx'd  in  corinrxi(HJ  with  llic  iJallitiiore  uiid  Sus<jue- 
lian(i;i  railro.-KJ. 

In  till-  western  part  of  the  vState  the  leadinu;  work  in  fjrogrrss  in  the 
Allcg/iiDiji  I'lilli ij  i(y,\i\,  exteruhnir  from  INltslMiru;  in  a  generally  norlh- 
easlorn  dirretion  to  Oloan,  on  the  New  York  and  Erin  roail,  whieii  ig 
the  pro!):d)le  lerinirnis  of  the  (Jenesee  VaUey  and  iho  Jiiiflido  and  Olean 
roads.  The  leiiu;lh  of  the  Alle,tfhany  Valley  road  will  he  alxuit  one 
hunth'ed  and  ciu^hty  /nile.«.  Its  gau^e  will  prohahly  correspond  to  that 
of  th(^  N«'W  York  and  Kiie  roatl.  In  cotniexion  with  this,  it  will  form 
51  very  direct  and  convenient  route  heiween  the  i;ities  of  New  York  and 
Pittshing,  and  also  heiween  llu;  latter  and  the  cities  of  Alhany  arid 
Boston,  through  the  Alhany  and  f^iiscjuehanna  road.  liy  tho  ahove 
lines  the  Alleghany  Vidley  r(»ad  will  connect  I'ittshnrg  with  T^akes 
Erie  and  Ontario,  and  with  the  Hudson  liver.  The  road  will  traverse 
one  of  the  hest  portions  of  I'cnnsylvania,  possessing  a  firlilc  soil,  and 
ahonnding  in  extensive  deposites  u\'  coal  and  iron.  TIk;  jjroject  has 
the  warm  support  of  Pittshnrg,  and  when  the  imlncenients  to  its  con- 
strnction  are  considered,  and  the  means  (hat  <  a  i  he  made  applicahlo 
to  this  end,  its  (!arly  c()rn[)letion  cannot  he  doith,'  d. 

Allot h(M-  road  in  progress  in  western  l'eniisvlvai;ia  is  tla^  ILmji/ir/d, 
extending  from  ^Jreenshurg,  on  the  I'ennsvlvania  road,  tf)  Wheeling,  a 
distance  of  seventy-eight  miles.  One  olthe  leading  e!)|e(:ts  of  this  road 
is  to  connect  the  great  Pennsylvania  line  with  the  roads  centring  at 
Wheeling.  It  derives  its  chief  piihlic  consideration  I'rom  this  tiict, 
although  its  line  traverses  an  excellent  section  of  country,  which  would 
yield  a  large  local  trafiic.  This  project  is  regard<*(l  with  much  favor 
by  the  people  of  Philadelphia,  from  the  suj)[)osed  favorahU^  connexions 
it  will  make  w'th  the  Ohio  Central  and  the  northern  extension  of  the 
CiiK.'iiniaii  and  Marietta  roads.  When  completed,  it  will  undonhledly 
become  an  important  avenue  of  trade  anil  travel. 

Tlie  Pi/fs/)i(isr  mid  SfiiihcnrUh:  road  resemhles  the  llinjifir/d,  both 
in  its  ohjects  and  its  dire(;lion.  It  was  proposed  as  a  more  direi't  route 
to  central  Ohio  than  that  supplied  hv  the  Ohio  and  l*i nnsi/fvu/iia  rnW- 
road.  One  of  the  leading  motives  tov  its  eonstniction  was  to  counteract 
any  inlluenee  that  the  llmpfi'ld  road  tnighl  exert  pnjudical  to  the 
interests  i>t  i'ittshurg,  hy  placing  th;it  cily  on  one  (»t  the  shortest  nnih's 
between  tbe  East  and  W«'st.  At  Steuhenville  it  will  connect  with  the 
Stcuhriinllf:  and  liidinnn  road,  now  in  progress  iroin  that  cily  to  Colum- 
bus, the  i   ipital  (»f  ( )hio. 

Tim-  fwoposed  Sn/ihunj  ntid  Kiic  railroad  is  intended  to  bear  the  same 
relation  to  Pfiiiadelphia,  in  reference  to  the  trade  of  Lake  Erie  and  the 
W(!st,  as  does  the  Erie  railroad  to  New  York.  Its  length  will  he  about 
two  hurijrdred  and  l()rty  miles.  Active  m<'asures  are  in  j)rogress  to  se- 
cure tfie  necessarv  means  ll)r  this  work,  which  promise  to  he  success- 
ful. The  whole  distance  by  lliis  route,  from  IMiiladelphia  to  liake  Erie, 
will  h(!  about  four  hundred  and  twenty  miles,  somewhat  less  than  that 
from  New  Y'ork. 

There  arc  a  number  of  canals  in  the  State  owned  by  private  com- 
panies, the  most  importaiit  of  which  are  the  Sckwjlkdl  and  Lehigh  ca- 


COLONIAL   AND    LAKE    TRADE. 


2G9 


nnls,  wlii(!li  havn  been  constructed  for  tlu;  purpose  of  affi)r(ling  oulI(;t.s 
for  the  anthracite  coal-fields  of  that  Stale.  They  derivj;  (heir  chief 
consecjuenco  from  their  connexion  with  the  coal  tradt^  allhonu;li  tlicy 
have  a  large  traffic  in  addition,  'i'hese  works,  though  of  great  ulihty 
and  importance,  fiom  the  relations  they  susli»iii  to  the  varied  inleresls 
of  th(!  country,  in  supplying  them  with  I'uel,  are  of  a  local  character, 
and  do  not  form  portions  of  any  extended  routfis  of  commer(;(>. 

The  Tidowater  canal  lias  becMi  hriefiy  alluded  to  in  the  notice  of  the 
•^Stati!  works,"  to  whirli  it  supplies  a  communication  with  ('hes'ipeake 
bay,  and  with  the;  cities  of  liallimore  and  Pliiladelj)hia,  by  u  contiim- 
ons  water-line.  It  is  a  valuable?  imj)rovement,  and  lorms  the  oullct  ll)r 
a  large  and  important  section  of  the  Slate,  and  iijr  a  portion  of  the  com- 
merce [jassing  over  the  Slate  works.  It  is  a  work  of  larg«;  capacity, 
and  is  in  possession  ol"  an  extensive  trade.  It  is  also  a  cliannel  through 
which  a  large  (luanlity  of  coal  is  sent  to  market. 


DKLAWAUE. 


P;)pulation  in  1830,70,748;  in  1840,  78,08.'3 ;  in  .1850,  01, •'332.  Area 
in  s(juare  miles,  2,120;  inliahitiMits  to  stpiare  mile,  43.17. 

TlKM)iily  road  lying  entirely  in  this  State  \^l\n)  Nnvcustle  tniil  French- 
town,  connecting  the  Delaware;  witli  ('hesapeake  bay,  by  a  line  of  16 
miles.  This  road  was  once  of" considerable  importance,  as  it  l()riiie(l  a 
part  of  the  route  ol'  travel  belWiMMi  ihe  East  and  West,  wliieli  has 
since  been  su])erseded  by  tlu!  IMiilad-'lphia,  Wilminulon,  and  IJalti- 
more  railroad.     It  mav  now  be  n^uarthH 


dy 


seonenci; 


<1 

ClivMipciikc  and  Dvlmvarr.  atnnl. — 'IMie  oidy  improvement  ol  any  con- 
siderable importance!  in  Delavare  is  the  Cliesa{)eake  and  Dtdaware 
canal,  connecting  the  above-named  bays.  This  work  is  VM  miles  long, 
(50  ti'cl  wide,  10  feet  deep,  with  two  lift  and  two  ti(ii;-loeks.  It  cost 
nearly  S3, 000, 000.  A  very  considerable;  p(irtie)n  e)f  its  ee)st  was  fur- 
nished  by  tlie>  general  gove'rnment,  in  elonalie)ns  e)f  lanel.  This  work 
be;ars  a  similar  r(latie)n  te)  the'  ce)nnne're'e>  e)f  the;  country  with  ihe  Itiui- 
tan  canal,  and  makes  u])  a  part  e)l'  the'  same  syste-m  e)f  intt  rnal  wate-r 
navigatie)n.  It  is  also  the  channe'l  of  a  large  trade  be;twee>n  Chesa- 
peake- bay  and  IMiiladelpliia  anel  Ne-w  York. 

The  Ph'dtiddphia,  WilnHngton,  and  JiaUimnrc  railroad  lie's  partly 
withm  the;  Slate  of  Delaware-,  and  has  bo'Ui  suUiciently  described  un- 
der the  head  of  "Pennsylvania." 


com- 
f/i  ca- 


MARYLAND. 


Population  in  1830,  447,040;  in  1840,470,019;  in  1850,  .583.035. 
Area  in  sejuare  miles,  9,350;  inhabitants  te)  square  mile,  02.31. 

Infiuenccd  by  similar  objects  to  those  which  actuated  the  people  of 
Philadcdphia,  New  York,  Be)ston,  and  the  eastern  States,  in  their  immense 


1,1 


270 


ANDREWS     REPORT    ON 


expenditures  for  works  tli.U  facilitate  transportation,  tho  people  of  Marv- 
liind,  at  an  early  period,  eomtncnced  two  very  itnportatit  works,  the 
ChrstifKdkc  and  Ohio  cnnal  ind  the  lialtimorc  and  Ohio  railroad,  for 
the  purpose  of  attracting  1 1  Irade  of  the  interior,  and  of  placing  them- 
selves on  the  routes  of  eomuKTce  hetween  the  two  grand  di^  !<ions  of 
the  counlry.  By  the  d(!ep  indentation  made  by  the  Chesat'ciKkc  buy, 
the  navigabh?  tide-waters  are  brought  into  n(>arest  [iroximity  to  the 
Mis3i.ssip[)i  Vall(!y  in  the  {States  of  Mary  hind  and  Virginia,  'lo  this  is 
to  be  ascribed  the  fact,  that  beli)re  the  use  of  railroads,  the  principal 
routes  (tf  travel  between  the  East  and  the  West  wen;  from  the  waters 
of  that  ba}'  to  the  Ohio  river.  The  great  National  road,  established 
and  constructed  by  the  general  government,  commenced  at  the  Poto- 
mac river,  in  Maryland,  and  its  direction  was  made  to  conlbrtn  to  the 
convrnicnt  route  of  travel  jit  f/iat  time. 

No  sooner  had  experience  demonstrited  (he  superiority  of  rail- 
roads to  ordinary  roads,  than  the  people  of  Baltimore  assumed  the 
a{la[>tation  of  them  to  their  routes  of  eommunicalion,  and  innnediateiy 
<"ominenced  the  construelion  of  th;it  great  work,  thi;  Ihdliinorc  and  Ohio 
railroad,  which,  after  a  struggle  of  fwcnfij-Jirr.  years,  is  now  on  the  t!Ve 
of  completion. 

This  road  was  commenced  in  18'2S,  and  was  one  of  the  first  ro;ids 
brought  into  use  in  the  United  Slates.  At  the  early  period  in  which  it 
was  connnenced,  the  dilliculties  in  th(^  way  of  construction  were  not 
uppreciated.  These  obstructions,  now  h.ippily  overci>me,  for  a  long 
time  proved  too  li)rmidjiMe  to  Ik;  surmounted  by  the;  engineering  skill 
and  ability,  the  ex|!'  rii.Ko  in  railrond  construction,  and  the;  limited 
amount  ot  capital  <!';•'.  then  existed  in  the  country.  Tliougli  li)r  a 
long  time  l()'led,  ii  '(ior-ds  were  by  no  means  disheartened,  but  rose 
with  renewed  vigor  :rtu\  resolution  from  every  di-li'at,  uiuil  the  expo 
ricnce  of  successive  ettorts  pointed  out  the  true  pathway  to  success. 

The  liaitimore  and  Ohio  railroad  extends  t"r(»m  Baltimore  to  Wheel- 
ing, on  the  Ohio  river,  a  distance  of  37i>  mih'S.  Its  estimateil  cost  is 
Ji?l 7, iSf)3, !()(>.  It  cross(>s  the  Alleghany  mountains  at  an  elevation  of 
2,()t2()  ieet  above  tide-water,  and  2,0:28  feet  above  low  water  in  the 
Ohio  riser,  at  Wh(;eling.  In  ascending  the  mountains  from  tla;  east, 
grades  ol"  IJG  fi-et  to  the  mile  are  i;ncountered  on  one  plane,  li)r  ab.)ut 
lifteeii  miles,  and  t(»r  about  nine  miles  in  an  opposite  direction.  (Jrades 
of  over  100  feet  to  the  mile,  fijr  over  ten  mil(>s,  are  met  with  on  other 
portions  oi"ilie  line.  These  grades,  which  only  a  fi-w  y«\-irs  since  were 
regarded  as  entirely  beyond  tla;  abilit}'  of  the  locomotivt;  engine  to 
ascend,  are  now  worked  at  nearlv  the  ordinary  speed  of  trains,  and 
are  f()und  to  oiler  no  serious  obstat  le  to  a  j)rofitable  traffic.  Occurring 
near  to  each  (Jllier,  they  are  arranged  in  the  most  convenient  manner 
for  their  economical  working,  by  assistant  power.  With  thi;  above 
exception,  the  grades  on  this  road  will  not  compare  unfavorably  with 
those  on  similar  works. 

Tin;  road  is  now  open  lo  a  point  about  300  miles  from  Baltimore, 
and  will  be  completed  on  or  befijre  the  first  of  January  next. 

Whatever  doubt  may  have  existed  among  the  engineering  profes- 
sion, or  the  public,  as  lo  the  ability  of  this  road,  with  such  physical 
dilliculties  in  the  way,  to  oarry  on   a  profitable  traflic,  they  havo  been 


COLONIAL   AND    LAKE    TRADE. 


271 


(Irs  of  116  ['( 


uv.  iiKJji;- 


romnvrd  by  its  succrssful  opcrution.      That 

tlu!  mile,  for  miiny  inilos,  had  to  ho  rosorl* d  to,  i.s  lull  proof  ol 

nitudc  of  the  obstacles   encourilored.      Its  success  in  the  fliec;  of  ail 

these,  (tf.'i  faulf'^'  mode  of  (construction  in  the  oulset,  and  of  great  linai»- 

cial  embarrassment,  reflects  tlif!  very  liif,'licdt  credit  upon  the  company, 

ntid  upon  the  people  of  lialtimore. 

As  l)e(()re  stated,  ifie  first  route  of  travel  between  tli<"  Kast  and  the 
West  was  between  the  waters  of  the  Chesapeake  and  tlu;  Ohio.  The 
o[)enin,i,'  of  the  Erie  canal,  and,  subseipienlly,  of  tlx;  railroads  Ix'lween 
the  Hudson  river  and  Lake  Eri'",  diverted  this  travel  t(»  this  more  north- 
ern and  ('ireuitous,  but  mon^  eonvenicrr  route.  This  diversion  seriously 
nffeeted  \\iv.  business  of  Haltinior(^  arit^  mr'^erinlly  lessened  the  revenues 
of  the  Baltimore   and  Ohio   railroad,  s  opcnioL,' to  (number  land. 

All  this  lost  ground  tlu;  jieopleof  13a  rl  lo  n-gaiii ;  and  with 

it,  to  draw   themselves  a   large  trad.       '  iistonted  to  pass  to  the 

more  northern  cities.    Assuming  the  c<.  ,i     is[)ortalion  on  a  railroad 

lo  be  measured  by  tlniof  distance,  IJaltiinwr.  rrtainly  occupies  ii  very 
fiivorable  position  in  reterence  to  western  inide.  To  ('inciniiati,  the 
great  city  of  tli(!  West,  and  the  commercial  dej)ot  of  southern  Ohio, 
the  shortest  route  from  all  the  great  northern  cities  will  probably  Ix; 
by  way  of  IJallimore,  and  over  the  Baltimore  and  Ohio  railroad.  To 
strengthen  her  j)osition  still  farther,  the  j)eople  of  this  city  have  already 
commenced  the  construction  of  the  Sortliivcslnn  railroad,  extending  from 
the  southwestern  angle  of  the  liallimitre  and  Ohio  railroad  to  Paikers- 
burg,  on  the  Ohio  river,  in  a  direct  line  towards  Cinciiuiati.  The  dis- 
tance from  Baltimore  to  I'arkersbutg,  by  this  route,  will  be  about  395 
miles,  and  about  680  to  Cincinnati,  by  the  railroads  in  progress  through 
southern  Ohio. 

From  Wheeling  the  main  trunk  will  be  carried  to  the  lakes  by  the 
Chvelin.diind  fVcllsrille  r.nWinui,  now  comi)leted  to  lf'i//sil/lr,  100  Ujiles, 
and  in  jnogress  from  VVellsville  to  Wheeling,  '!>G  miles  ;  and  through 
central  Ohio  to  Columbus,  by  tin;  Central  Ohio  railroail,  now  in  opera- 
lion  from  that  place  to  Zanesville,  a  distance  of  about  (it)  miles,  and  in 
progress  east  to  Wheeling,  about  82  miles.  When  the  Ohio,  thereti)re, 
IS  reached,  Baltimort?  will  be  brought  into  immediate  conn(>xion  with 
all  the  avenues  of  trade  and  travel  in  the  West  and  will  be  in  a  strong 
position  to  contend  l()r  the  great  [)rize — the  interior  commerce  ol"  the 
country. 

Th(!  local  trafKc  of  this  road  assum(;s  a  gr(\it  importance  from  the 
immense  coal  trade  which  nmst  pass  over  it  from  the  (>xtensivc  mines 
situated  near  Cumberland.  The  superior  iiuality  of  this  coal  will 
always  secure  l()r  it  a  ready  tnarket,  and  there  can  be  no  doubt  that 
the  demand  will  always  be  ecjuai  to  the  capacity  of  the  road.  Already 
has  this  trade  been  a  source  of  lucrative  tratlie,  and  contributed  not  a 
little  to  tlu;  success  of  the  road  bet()re  the  western  connexions,  upon 
which  complete  success  was  predicaltnl,  could  be  l()rme(l.  But  for 
tliis  traliic  the  credit  of  the  company  could  have  iiardly  l)e(>n  main- 
tained, at  a  point  necessary  to  secure  the  re(iuisite  means  ii)r  its  prose- 
cution to  the  Ohio  river. 

Ihiltimore  and  Susrji/ekanJia  rnihnad  and  its  connca'ions. — The  next 
great  line  of  public   improvement  in  Maryland   is  the  Ballimorc  and 


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Andrews'  report  on 


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Susquehanna  railroftd,  by  which  that  city  secures  a  communication 
with  the  country  lying  to  the  northwest,  and  with  the  public  woiks  of 
the  State  of  Pennsylvania,  as  she  will  ultimately  with  those  of  New 
York.  As  Hir  as  distance  is  concerned,  the  city  of  Baltimore  occupies 
as  favorable  a  position  in  reference  to  the  public  works  of  Pennsyl- 
vania, and  the  various  hnes  of  improvement  connecting  with  them,  as 
does  the  city  of  Philadelphia;  the  former  being  only  82  miles  from 
Harrisburg,  while  the  latter  is  107  miles.  Such  being  the  fact,  Balti- 
more is  making  the  most  vigorous  efforts  to  perfect  and  extend  the 
works  by  which  these  important  communications  are  maintained.  She 
is  esj)ecially  occupied  in  pushing  a  line  up  the  Susquehanna  river,  with 
a  view  to  its  extension  to  Elmira,  the  most  considerable  town  on  the 
Erie  railroad  between  Lake  Erie  and  the  Hudson.  This  town  is  also 
connected  with  all  the  railroads  running  through  central  New  York, 
with  Lakes  Erie  and  Ontario  at  various  points,  and  by  a  water-line 
with  the  Erie  canal.  By  reaching  this  point,  the  Baltimore  lines  of 
improvement  will  be  brought  into  direct  connexion  with  the  New  York 
system  of  public  works,  which  have  thus  far  monopolized  the  interior 
trade  of  the  country.  To  divert  this  trade  frou)  its  accustomed  chan- 
nels, and  to  turn  a  portion  of  it  at  least  to  Baltimore,  is  one  great  object 
that  induces  her  to  lend  her  aid  to  the  Susquehanna  road  in  Pennsyl- 
vania, through  which  this  object  is  to  be  effected. 

The  trunk  of  this  great  line  is  the  Baltimore  and  SusquehannaraWroacif 
which  extends  from  Baltimore  to  York,  Pennsylvania,  a  distan(;e  of  56 
miles.  In  its  original  construction  it  received  important  aid  from  the 
State.  It  has  not  been  a  successful  work,  in  a  pecuniary  point  of  view, 
owing  to  a  fiiully  mode  of  construction  and  to  tlie  want  of  suitable  con- 
nexions on  the  north.  But  these  drawbacks  to  its  success  have  been 
removed,  and  its  business  prospects  are  now  rapidly  improving.  From 
York  it  is  carried  forward  to  Harrisburg,  by  means  of  the  York  and 
Cumberland  road.  Beyond  this  point  no  railroad  has  been  constructed 
up  the  Susquehanna  valley.  It  is  the  construction  of  this  link  that  is 
occupying  the  especial  attention  of  the  city  of  Baltimore,  an;l  toward 
which,  in  addition  to  private  subscriptions,  she  has  extended  aid  in 
her  corporate  capacity  to  the  amount  of  $500,000.  The  distance  from 
Harrisburg  to  Sunbury,  the  route  occupied  by  the  Suscjuehanna 
company,  is  about  50  miles.  From  Williamsport  to  Elmira  tlie  dis- 
tance is  about  75  miles.  A  portion  of  this  last-named  link  is  in  opera- 
tion ;  and  should  the  road  from  Williamsport  to  Ralston  be  adopted,  as 
a  part  of  the  through  route,  it  will  require  only  the  construct  ion  of"  some 
20  miles  to  complete  the  last-named  link.  Vigorous  measures  are  in 
progress  for  the  commencement  of  operations  upon  the  unfinislied  por- 
tion of  the  above  line,  and  the  whole  will  be  completed,  as  soon  as 
this  can  be  done,  by  a  prudent  outlay  of  the  means  that  can  be  made 
applicable  to  the  work. 

When  the  works  in  which  the  city  of  Baltimore  is  now  engaged  shall 
be  completed,  she  will  occupy  a  favorable  position,  as  far  as  her  jfrox- 
itnity  to  the  great  interior  centres  of  commerce  is  concerned.  She  will 
probably  be  on  the  shortest  route  between  the  great  northern  cities  and 
Cincinnati — she  will  be  nearer  to  Buffalo  than  even  New  York  or  Bos- 
ton.    She  expects  to  realize  in  results  the  strength  of  her  position  in  the 


COLONIAL   AND   LAKE    TRADE. 


273 


lunicntion 

woiks  of 
3  of  New 

occupies 

Ponnsyl- 

lliem,  as 
liles  from 
3ct,  Balti- 
xtond  the 
r)tHl.    She 
river,  with 
\vn  on  the 
wn  is  also 
Sew  York, 
WiUcr-line 
re  fines  of 
New  York 
li(!  interior 
irned  chan- 
jreat  object 
n  rcnnsyl- 

waraihoad, 
:an(re  of  56 
id  I'roni  the 
int  of  view, 
jitablo  con- 
have  been 
!\n*^.   From 
?  York  and 
constructed 
link  that  is 
ami  toward 
iidid  aid  in 
stance  from 
us(iuehanna 
lira  the  dis- 
is  in  (»pera- 
adopled,  as 
ilionof  some 
isures  are  in 
inished  por- 
1,  as  soon  as 
;an  be  made 

ngaged  shall 
as  Ijer  I'^^o^' 
d.  She  will 
•in  cities  and 
York  or  Bos- 
osiiion  in  the 


abstract.  Assuming  cost  of  transportation  to  be  measured  by  lineal 
distance,  how  far  the  result  will  justify  her  expectations  remains  to  be 
seen ;  at  all  events,  she  is  certain  to  be  amply  repaid  for  all  her  efforts, 
by  the  local  traffic  of  the  country  traversed  by  her  lines  of  railroads, 
which  will  increase  largely  her  present  trade,  by  developing  the  re- 
sources of  the  section  of  country  legitimately  belonging  to  her. 

The  next  most  important  line  of  road  in  Maryland  is  the  Washington 
branch  of  the  Baltimore  and  Ohio  railroad.  -This  forms  a  part  of  the 
great  coast  line,  extending  from  the  eastern  boundary  of  Maine  to  Wil- 
mington, North  Carolina.  Its  traffic  is  chiefly  derived  from  passengers. 
It  is,  besides,  situated  too  near  the  navigable  waters  of  the  Chesapeake 
to  command  much  more  than  local  freight.  As  a  connecting  link  m  the 
great  national  line  referred  to,  it  occupies  a  position  that  must  always 
secure  to  it  a  profitable  traffic. 

Chesapeake  and  Ohio  canal. — This  gi'eat  work  was  projected  with  a 
view  to  its  extension  to  the  Ohio  river  at  Pittsburg.  The  original  route 
extended  from  Alexandria,  up  the  Potomac  river,  to  the  mouth  of 
Wills  cieek,  thence  by  the  Youghiogeny  and  Monongahela  rivers  to 
Pittsburg.  Its  proposed  length  was  341  miles.  It  was  commenced  in 
1828,  but  it  was  only  in  the  past  year  that  it  was  opened  for  business 
to  Cumberland,  191  miles.  Towards  the  original  stock  $1,000,000 
was  subscribed  by  the  United  States,  $1,000,000  by  the  city  of 
Washington,  $250,000  by  Georgetown,  $250,000  by  Alexandria,  and 
$5,000,000  by  the  State  of  Maryland. 

From  the  difficulties  in  the  way  of  construction,  the  idea  of  extend- 
ing the  canal  beyond  Cumberland  has  long  since  been  abandoned  ;  and 
though  when  originally  projected,  it  was  regarded  as  a  work  of  national 
importance,  it  must  now  be  ranked  as  a  local  work,  save  so  far  as  it 
may  be  used  in  connexion  with  the  Baltimore  and  Ohio  railroad,  as  a 
portion  of  a  through  route  to  the  Ohio.  In  this  manner  it  bids  fair  to 
become  a  route  of  much  general  importance.  As  a  very  large  coal 
trade  must  always  pass  through  this  canal,  the  boats  will  take  return 
freights  at  very  lov/  rates,  in  preference  to  returning  light.  It  is  pro- 
posed to  form  a  line  of  steam  propellers  from  New  York  to  Baltimore, 
for  the  transportatioh  of. coal;  and  it  is  claimed  that  the  very  low 
rates  at  which  freights  between  New  York  and  Cumberland  can  be 
placed  by  such  a  combiniition,  wilt  cause  the  canal,  in  connexion  with 
the  Baltimore  and  Ohio  railroad,  to  become  a  leading  route  between 
New  York  and  the  West. 

The  canal  is  a  work  of  great  capacity,  having  six  feet  draught  of 
water,  and  allowing  the  passage  of  boats  of  150  tons  burden.  As  it 
commands  the  whole  water  of  the  Potomac  river,  it  will  always  be 
abundantly  supplied  with  water. 

This  canal  has  encountered  so  many  discouraging  revcses  as  to 
cause  a  general  distrust  as  to  its  ultimate  success.  It  is  believed,  how- 
ever, that  it  will  not  only  become  very  important  as  a  carrier  of  the 
celebrated  Cumberland  coal,  but  that  it  will,  in  time,  work  itself,  in 
connexion  with  the  railroad,  into  a  large  through-business  between  the 
eastern  and  the  western  States,  in  the  manner  stated. 
18 


if 


I 

i  I 


'erf' 

"iiP 


I       ! 


f    , 


I 


274 


ANDREWS'    REPORT    ON 


VIRGINIA. 


Population  ill  1830, 1,211,405;  in  1840,  1,23^797;  in  1850, 1,421,661. 
Area  in  square  miles,  61,352;  inhabitants  to  square  mile,  23.17. 

The  State  of  Virginia  is  the  birth-place  of  the  idea  of  constructing  an 
artificial  line  f()r  the  accommodntion  of  commerce  and  travel  between 
the  navigable  rivers  of  the  interior  and  tide-water.  It  is  now  nearly 
one  hundred  years  since  a  definite  plan  tor  a  canal  from  the  tide-waters 
of  Virginia  to  the  Ohio  was  presented  by  Washington  to  the  House  of 
Burgesses  of  Virginia,  and  ever  since  tliat  time  the  realization  of  this 
project  has  been  the  cherished  idea  of  the  State. 

The  central  position  of  Virginia,  her  unsur[)asscd  commercial  advan- 
tages, afforded  by  the  deep  indentations  of  her  numerous  bays  and 
rivers,  and  the  near  approach  toward  each  other,  in  her  own  territory, 
of  the  Ohio  and  the  navigable  waters  of  the  Chesapeake,  all  pointed 
out  this  State  as  the  appropriate  ground  tor  a  connection  between  the 
two.  To  the  apparent  facihty  with  which  this  could  bo  formed,  and  to 
the  advantages  anticipated  from  it,  is  to  hr,  attributed  the  hold  which 
this  project  has  always  maintained  upon  the  public  mind  of  the  State. 

James  River  and  Kanmvha  Canal. — The  great  work  by  wliich  this 
connexion  has  been  sought  to  be  accom[)lished  is  the  James  river  and 
Kanawha  canal,  to  extend  liom  Richmond  to  the  navigable  watns  of 
the  Great  Kanawha,  at  the  mouth  of  the  Greenbrier  river,  a  di;  lance 
of  about  310  miles.     This  work  is  now  c(mipleted  to  Buchanan,  in  the 
valley  of  Virginia,  a  (hstance  of  196  miles,  and  is  in  progress  to  Cov- 
ington, a  town  situated  at  the  base  of  the  great  Alleghany  ridge,  about 
thirty  miles  iarther.     It  was  commenced  in  1834,  and  has  cost,  up  to 
the  present  lime,  the  sum  of  $10,714,306.     Tiie  extension  of  this  water 
line  to  the  Ohio  is  still  considered  a  problem  by    man}',  though  its 
friends  cherish  the  original  plan  with  unfaltering  zeal.     The  work  thus 
far  has  scarcely  realized  public  expect  *-')n,  from  the  difficulties  en- 
countered, which  have  proved  far  grca         han  were  anticipated  in  the 
outset,  and  have  materially  delayed  ti  (.   progress  of  tfie  work.     The 
canal  t()llows  immediately  on  the  bank  of  the  river,  \vhich  has  a  rapid 
descent,  and  after  entering  the  Allegiiany  ranges,  assumes  many  of  the 
characteristics  of  a  mountain  stream.     This  tiict  has  compelled  the 
construction  of  numerous  und  costly  works,   such  as  dams,  culverts, 
and  bridges,  and  subjects  the  canal  to  nil  the  dangers  of  sudden  and 
high  Hoods,  from  which  it  has  at  several  times  suffered  severe  losses. 
But,  so  fiir  as  the  canal  has  been  carried,  all  obstacles  have  been  sur- 
mounted.    The   various   works  upon  it  have  now  acquired  a  solidity 
that  promises  to  resist  all  the  trials  to  which  they  may   hereafter  be 
subjected.     The  crossing  of  the  crest  of  ih(^  Alleghanies,  the  most  diffi- 
cult portion  of  the  whole  line,  has  not  iHien  commenced.     The  summit 
at  the  most  fiivorablt;  point  of  crossing  is  1,916  teet  above  tide-water, 
or  1,352  (eel  iil)ove  the  highest  point  upon  the  Erie  cmfd,  which  is  at 
the  lake  at  Buffalo.     Elaborate  surveys  and  calculations  have  been 
mad(!  lor  the  purpose  of  determining  whether  a  sufficient  ijuantity  of 
water  can  be  obtained  \'or  a  supply  at  the  summit,  and  the  result  seems 
to  favor  an  affirmativ(^  opinion. 

Could  this  canal  be  carried  into  the  Ohio  valley,  with  a  sufficient 


COLONIAL   AND    LAKE    TRADE. 


275 


,421,661. 

L7.  _ 

ucting  an 
[  between 
w  nearly 
dr-vvaters 
House  of 
,on  oi"  tliis 

iiil  advan- 
bays  anil 
1  territory, 
ill  pointed 
Btween  the 
ned,  and  to 
liold  which 
■  the  State, 
which  this 
ics  river  and 
e  watrrs  ot* 

a  <li  lance 
anan, in  the 
ess  to  Cov- 
ridge,  about 

cost,  up  to 
)t'  this  water 
,  though  its 
le  work  thus 
liculties  en- 
pated  in  the 
work.  The 
I  has  a  rapid 

many  of  the 
)mpeUed  the 
ms,  culverts, 

sudden  and 
cverc  losses, 
ivc  be(ui  sur- 
rcd  a  solidity 

hereafter  be 
lie  most  diffi- 

The  summit 
\ie  tide-water, 

,  which  is  at 
us  have  been 
It  ipiantiiy  of 

e  result  seems 

ih  a  suiUcicnt 


supply  of  water  there  can  be  no  doubt  it  would  become  a  route  of  an 
immense  commerce.  It  would  strike  the  Ohio  at  a  very  favorable 
point  lor  through  business.  It  would  have  this  great  advantage  over 
the  more  northern  works  of  a  similar  kind,  that  it  would  be  navigable 
during  the  winter  as  well  as  the  summen  The  route,  after  crossing 
the  Alleghany  mountains,  is  vastly  rich  in  coal  and  iron,  as  well  as  in 
a  very  productive  soil.  Nothing  seems  to  be  wanting  to  the  triumphant 
success  of  the  work  but  a  continuous  water  line  to  the  Ohio.  Until 
this  is  accomplished,  the  canal  must  depend  entirely  upon  its  local 
business  tor  support.  Its  eventual  success  as  a  paying  enterprise  was 
predicated  upon  such  accomplishment.  Though  of  great  benefit  to  the 
contiguous  country  and  to  the  city  of  Richmond,  it  does  not  promise  in 
its  present  condition  to  be  profitable  to  the  stockholders. 

Railroads  in  Virgivia. 

Central  Railroad. — The  object  which  led  to  the  conception  of  the 
James  river  and  Kanawha  canal  is  now  the  ruling  motive  in  the  con- 
struction of  the  two  leading  railroad  projects  of  this  State,  viz :  the 
Vtrgi7ua  Central  and  the  Virginia  and  Tennessee  railroads.  While  the 
canal  is  still  the  favorite  project  with  an  influential  portion  of  her  citi- 
zens, it  cannot  be  denied  that,  sympathizing  with  the  popular  feeling 
in  favor  of  railroads,  which  have  in  many  cases  superseded  canals  as 
means  of  transportation,  and  which  are  adapted  to  more  varied  uses 
and  better  reflect  the  character  and  spirit  of  the  times,  a  large  majority 
of  the  people  of  the  State  deem  it  more  advisable  to  open  the  proposed 
western  connexions  by  means  of  railroads  than  by  a  farther  extension 
of  the  canal. 

The  I  ne  of  the  Central  road,  after  making  a  somewhat  extended 
detour  to  the  north  upon  leaving  Richmond,  takes  a  generally  western 
course,  passing  through  the  towns  of  Gordonsville  and  Charlottesville, 
imd  enters  the  valley  of  Virginia  near  Staunton.  At  Gordonsville  it 
connects  with  the  Orange  and  Alexandria  railroad,  thus  giving  the  for- 
mer an  outlet  lo  the  Potomac.  This  road  is  now  nearly  completed  to 
Staunton,  with  the  exception  of  the  Blue  Ridge  tunnel,  which  is  a  Ibr- 
midable  work,  about  one  mile  in  length,  and  is  ui  process  of  construc- 
tion by  funds  furnished  by  the  State.  From  Staunton  the  line  has  been 
placed  under  contract  to  Buffalo  Gap,  a  distance  of  thirty-five  miles. 
For  the  whole  line  up  to  this  point  ample  means  are  provided. 

The  whole  length  of  the  road,  from  Richmond  to  the  navigable  waters 
of  the  Kanawha,  will  be  about  two  hundred  and  eighty -six  miles.  The 
means  for  its  construction  Imve  thus  far  been  furnished  by  stock  sub- 
scriptions on  the  part  of  the  State  and  individuals,  in  the  proportion 
of  three-fifths  by  the  former,  to  two-filths  by  the  latter.  No  doubt  is 
entertained  of  its  extension  over  the  mountauis,  at  a  comparatively  early 
period.  The  State  is  committed  lo  ihe  work,  and  has  too  much  in- 
volved, both  in  the  amount  already  expended  and  in  the  results  at 
stake,  to  allow  it  to  pause  at  this  late  hour.  The  opinion  is  now  confi- 
dently expressed  by  well-intbrmed  persons  that  some  definite  plan  will 
be  adopted  for  the  immediate  construction  of  the  remaining  link  of  this 
great  line. 


'M 


276 


ANDREWS     UEPORT   ON 


By  extending  iliis  line  to  Guynndotte  a  junction  will  be  formed  with 
the  roads  now  in  progress  in  Kentucky,  and  aiming  at  that  point  for  an 
eastern  outlet.  It  is  also  proposed  to  carry  a  branch  down  the  Kana- 
wha to  its  mouth,  nearly  opposite  to  Gallipolis,  to  connect  with  a  road 
proposed  from  that  point  to  intersect  with  the  Hilhbord'  and  Cincinnati 
and  the  Cincinnati  and  Marietta  railroads. 

Virginia  and  Tennessee  railroad. — The  leading  object  in  the  construc- 
tion of  the  above  road  is  to  form  a  part  of  a  great  route  connecting  the 
North  and  the  South,  by  a  road  running  diagonally  through  the  United 
States.  This  line,  commencing  in  the  eastern  part  of  the  State  of 
Maine,  follows  the  general  inclination  of  the  coast,  and  passes  through 
our  most  important  eastern  cities,  as  far  south  as  Washington.  After 
reaching  this  point,  it  still  pursues  the  same  general  direction,  and  passing 
through  Charlottesville  and  Lynchburg,  in  central  Virginia,  and  soon 
after  leaving  the  latter  place,  enters 'the  lofty  ranges  of -the  Alleghany 
mountains,  which  it  traverses  for  hundreds  of  miles,  till  t*iey  subside 
into  the  plains  circling  the  Gulf  of  Mexico.  The  northern  portion  of 
this  great  hne  is  in  operation  from  Waterville,  Maine,  to  Charlottesville, 
Virginia,  a  distance  of  nearly  800  miles.  Parts  of  the  southern  division 
aie  completed,  and  the  whole,  with  the  exception  otthe  short  link  frdm 
Charlottesville  to  Lynchburg,  is  in  active  progress.  Of  the  central 
links,  the  Virginia,  and  Tennessee  is  the  longest,  and  in  this  point  of  view 
the  most  important.  It  extends  from  Lynchburg  to  the  State  line  of 
Tennessee,  a  distance  of  205  miles.  About  60  miles  of  this  road  are 
completed,  and  the  whole  line  is  under  contract  tor  completion  durnigthe 
year  1854.  The  means  for  its  construction  are  furnished  jointly  by  the 
State  and  individual  subscriptions,  in  the  proportion  of  three  parts  by 
the  former  to  two  by  the  latter.  When  completed,  this  road  will  form 
a  conspicuous  link  in  one  of  the  most  magnificent  lines  of  railroad  in 
the  world,  both  as  regards  its  length  and  importance. 

The  prospects  of  the  local  business  of  the  above  road  are  favorable. 
It  traverses  a  fertile  portion  of  Virginia,  abounding,  moreover,  in  most 
f)f  the  valuable  minerals,  such  as  iron,  coal,  lead,  salt,  etc.  At  present, 
there  is  no  more  secluded  portion  of  the  eiistern  or  middle  States  than 
the  country  to  be  traversed  by  the  above  road;  all  its  great  resources 
remain  undeveloped,  from  the  cost  of  transpoitation  to  a  market. 
When  this  road  .«hall  be  opened,  no  section  will  display  more  progress, 
nor  furnish,  according  to  its  population,  a  larger  traffic. 

The  friends  of  this  project  propose  also  to  make  a  portion  of  its  line 
the  trunk  of  a  new  route,  from  the  navigable  waters  of  the  Ohio  to 
those  of"  the  Chesapeake.  At  a  distance  of  about  75  miles  from  Lynch- 
burg, the  Virginia  and  Tennessee  road  strikes  the  great  Kanawha  near 
Christiansburg.  From  this  point  to  the  navigable  waters  of  the  river 
the  distance  is  only  86  miles.  As  the  Virginia  and  Tennessee  road  is 
to  be  connected  by  railroad  with  both  Richmond  and  Petersburg,  the 
short  link  described  will  alone  be  wanting  to  constitute  a  new  outlet  for 
western  produce  to  tide-water.  That  this  link  must  be-  supplied  at  no 
distant  dav  can  hardlv  admit  of  a  doubt.  Should  the  State  extend  aid 
to  It,  as  well  as  to  the  Central  line,  botli  may  be  opened  simultaneously. 

There  are  numerous  other  important  lines  of'  railroad  in  Virginia, 
among  which  may  be  named  the  line  running  through  the  State  from 


COLONIAL   AND   LAKE    TRADE. 


277 


med  witli 
)int  for  an 
he  Kana- 
ilh  a  road 
Cincinnati 

construc- 
ccting  the 
he  United 
-  State  of 
?s  tln-ough 
m.  Alter 
lid  passing 
,  and  soon 
Alleghany 
cy  subside 

portion  ot" 
lottesville, 
rn  division 
t  link  frdm 
the  central 
int  of  view 
tate  line  of 
is  road  are 
1  during  the 
ntly  by  the 
^.e  parts  by 
d  will  fJirm 

railroad  in 

favorable, 
cr,  in  most 
At  present, 
States  than 
t  resources 

a  market, 
re  progress, 

n  of  its  line 
the  Ohio  to 
rom  Lynch- 
nawha  near 
of  the  river 
issee  road  is 
crsburg,  the 
;w  outlet  tor 
pplied  at  no 
e  extend  aid 
ultaneously. 
in  Virginia, 
c  State  from 


north  to  south,  made  up  of  the  Richmond,  Fredericksburg  and  Potomac, 
Richmond  and  Petersburg,  and  Petersburg  and  WeUlon  roads  ;  the  South 
Side,  the  Richmond  ami  Dantille,  the  Seaboard  and  RoanoJce,  the  Orange 
and  Alexandria,  and  the  Manasses  Gap  railronds. 

The  first-named  line  forms  the  great  route  of  travel  through  the  State 
from  north  to  south.  Its  revenues  are  chiefly  derived  from  passenger 
traffic  ;  its  direction  not  being  favorable  to  a  large  freight  business. 
The  whole  line  is  well  managed  and  productive,  and  is  daily  improv- 
ing in  value,  from  the  extension  of  both  extremes  of  the  great  system 
of  which  this  is  the  connecting  link. 

The  So^iih  Side  and  the  Richmond  and  Danville  roads  are  works 
o||mportance,  from  the  extent  of  their  lines,  the  connexions  they  form, 
and  their  ])rosp(!ctive  business.  Starting  from  two,  the  most  consider- 
able, towns  in  eastern  Virginia,  situated  at  the  head  of  navigation 
on  two  important  rivers,  they  cross  each  other  diagonally  about  mid- 
way betWfX'n  their  respective  termini,  thus  giving  a  choice  of  markets 
to  tlie  country  traversed  by  either.  Tlie  fijimer  constitutes  the  exten- 
sion eastward  of  the  Virginia  and  Tennessee  lino,  and  opens  an  outlet 
for  that  work  to  Richmond  and  Petersburg.  Tlie  latter  will  also 
secure  to  the  same  cities  the  trade  of  important  portions  of  southern 
Viiginia  and  North  Carolina,  and  will  undoubtedly  be  extended  event- 
ually into  the  latter  State,  and  form  a  junction  with  the  North  Carolina 
railroad,  at  or  near  Greensboro',  forming,  in  connexion  with  the  North 
Carolina  and  Charlotte  and  South  Carolina  railroads  a.  new  and  inde- 
pendent interior  route  between  Richmond  and  Petersburg  and  the 
soutiiern  States. 

The  Seaboard  and  Roanoke  railroad  is  also  a  line  of  much  consequence, 
and  may  eventually  become  a  work  of  great  importance,  depending, 
however,  upon  the  future  progress  of  Norf()lk,  its  eastern  terminus. 
The  excellence  of  the  harbor  of  Norfolk  has  led  to  great  expectations 
in  reference  to  the  future  growth  of  that  city.  Its  position  has  been 
compared  with  that  of  New  York,  and  it  bears  a  relation  to  the  Chesa- 
peake bay,  and  the  rivers  entering  it,  similar  to  that  of  the  former  to 
the  Hudson  river  and  Long  Island  Sound.  No  portion  of  the  country 
possesses  greater  commercial  capabilities  than  eastern  Virginia,  and 
It  would  seem  that  the  numerous  rivers  by  which  it  is  watered  would 
develop  a  trade  sufficient  to  build  up  a  large  commercial  town.  Such 
has  not  been  the  result,  however  inexplicable  the  cause. 

The  great  seats  of  commerce  lie  farther  north,  and  the  seaports 
of  Virginia,  instead  of  bein"  depots  from  which  are  distributed  to  the 
consumers  the  products  of  the  State,  are  merely  points  en  route  to  the 
great  northern  markets.  Her  people  being  devoted  chiefly  to  agricul- 
ture, no  large  towns  have  grown  up  within  her  territory.  Should,  in 
time,  a  greater  diversity  of  pursuits  secure  the  consumption,  by  her 
own  people,  of  the  surplus  products  of  her  soil,  Norfolk  could  not 
fail  to  become  an  important  commercial  town.  The  Seaboard  and  Ro- 
anoke road  would  be  her  great  arm  of  inland  cc^mmunication,  com- 
bining, as  it  does,  with  the  roads  penetrating  the  interior  of  the  State, 
and  of  North  Carolina.  As  it  is,  it  is  a  road  ol"  much  consequence,  and 
essential  to  the  symmetry  of  the  railroad  system  of  the  Stale,  and  will 


m 


i 


■i    1 


tl 


I  ■ 


i 


278 


ANDREWS'    REPORT    ON 


always  transact  a  large  business,  even  under  a  continuance  of  the 
present  condition  of  things  in  the  Slate. 

The  other  leading  roads  in  Virginia  are  th(^  Orange  and  Alcxandriti 
and  the  Manasscs  Gap  railroads.  The  lormer  extends  from  Alexandria 
to  Gordonsville,  on  the  Central  road,  a  distance  of  about  90  miles.  It 
is  an  important  line,  in  that  it  connects  the  central  portions  of  the  State 
with  the  Potomac  and  the  cities  of  Alexandria  and  Washington.  It 
will  form  a  portion  of  the  line  already  described,  traversing  central  and 
western  Virginia  and  eastern  Tennessee.  To  complete  such  a  con- 
nexion, only  a  short  link,  extending  from  the  central  road  near  Char- 
lottesville, is  necessary.  There  cannot  he  a  doubt  that  the  legislature 
of  Virginia  will  allow  the  construction  of  this  link,  and  aid  it  witlif^ic 
liberality  extended  toward  similar  works. 

The  Manasscs  Gap  road  branches  oil"  from  the  Orange  and  Alexandria 
road  about  25  miles  after  leaving  Alexandria,  and  is  to  be  extended 
into  the  valley  of  Virginia  through  the  gap  in  the  Blue  ridg(5  above 
named.  A  portion  of  the  line  is  already  in  operation.  It  \s  iiitonded 
to  carry  this  road  u})  the  valley  to  Staunton  ;  there  to  Ibrm  a  junction 
with  the  Central  line.  The  Winchester  and  Potomac  road,  at  present  a 
short  though  productive  local  work,  will  also  probably  be  extended  so 
as  to  connect  with  the  above  road — thus  ii)rming  a  lin(!  through  the 
whole  extent  of  the  valley  of  Virginia,  and  connecting  with  the  Balti- 
more and  Ohio  road  at  Harper's  Ferry,  and  with  the  I'otomac  at  Alex- 
andria. 


,  NORTH  CAROLINA. 

Population  in  1830,  737,987;  in  1840,  763,419;  in  1850,  808,903. 
Area  in  square  miles,  45,000  ;  inhabitants  to  s<piare  mile,  15.62. 

Railroads  in  North  Carolina. 

The  State  of  North  Carolina  has,  on  the  whole,  accomplished  less 
than  any  eastern  Stale  in  railroad  enterprises,  when  we  take  into 
consideration  the  extent  of  her  territory,  and  the  great  necessity  for  such 
works  to  the  proper  development  of  jier  resourc<'s.  Her  inaction  has 
been  owing  in  part  to  the  want  within  iicr  own  territory  of  a  large  com- 
mercial town,  which  in  other  States  not  only  becomes  the  centre  of  a 
well-digested  system  of  railroads,  but,  by  concentrating  the  capital, 
renders  it  available  to  the  construction  of  such  works. 

Of  the  roads  in  operation  the  most  important  is  the  Wilmington  and 
JVeldou  road,  extending  from  Wilmington  to  Weldon,  and  traversing 
nearly  the  whole  breadth  of  the  State  I'rom  north  to  south.  This  is  a 
work  of  the  greatest  convenience  and  utility  to  the  travelling  public, 
and  must,  from  its  direction  and  connexion,  always  occupy  an  impor- 
tant j)osition  in  our  railroad  system.  It  is  a  road  of  comparatively  low 
cost,  upon  a  very  favorable  route,  and  is  beginning  to  enjoy  a  lucrative 
traffic.  It  has  been  an  unproductive  work  tiom  the  faulty  character  of 
its  construction — it  being  one  of  the  pioneer  works  of  the  South,  and 


COLONIAL   AND    LAKE    TRADE. 


279 


ce  of  tho 

ilcxandria 
Llcxiuidria 
mil(!S.  It 
■  llic  State 
ngton.  It 
cnlral  and 
ac'li  a  con- 
ical- Char- 
Icf^islature 

it  witliHh^ 

Alexandria 
c  extended 
dg<!  above 
is  iulonded 
1  a  junction 
t  present  a 
xtendcd  so 
hrough  the 
the  liuUi' 
;ic  at  Alex- 


.0,  808,903. 
15.62. 


originally  laid  with  a  flnt  bar;  but  this  superstructure  has  given  place 
to  a  heavy  rail,  and  the  road  is  now  in  a  condition  to  compare  favorably 
with  our  best  works. 

The  only  other  road  in  operation  in  the  State  is  the  Raleigh  (ind  Gas- 
ton, which  coiuiects  the  above  places  by  a  line  of  87  miles.  It  is  strictly 
a  local  werk,  and,  from  the  faulty  character  of  its  construction,  has 
been  unsuccessful.  It  bids  fair,  howev«!r,  to  become  a  much  more  im- 
portant road  from  its  prospective  conriexion  with  the  Narth  Carolina, 
Central  road,  now  in  progress.  When  the  last-named  road  shall  be 
opened,  and  the  Ihilcigh  and  Gaston  shall  have  received  an  improved 
superstructure,  it  cannot  fail,  it  is  believed,  to  become  a  proauctive 
work,  and  one  that  will  sustain  an  important  relation  to  the  travel  and 
business  of  the  country.  Through  the  Central,  it  will  be  brought  into 
communication  with  the  Charlotte  and  South  Carolina  road,  and  form, 
tor  both,  their  trunk  lines  north. 

The  only  considerable  work  in  progress,  lying  wholly  within  the 
State,  is  tlie  North  Carolina  Central  railroad.  It  eonnnences  on  the 
Neuse  river,  near  Goldsboro',  taking  a  northwesterly  direction,  running 
through  the  towns  of  Raleigh,  Hillsboro',  Greensboro',  and  Lexington, 
to  Charlotte.  For  the  greater  part  of  its  line  it  traverses  a  fertile 
territory,  and  will  secure  railroad  acconnuodations  to  a  large  and 
rich  section  of  the  State.  It  will  prove  of  great  utility,  and  is 
much  wanted  to  develop  the  resources  of  the  Statfc,  and  demonstrate 
its  capacity  to  supply  railroads  with  a  profitable  trafRc.  Its  entire 
length  is  223  miles.  At  Charlotte  it  will  unite  with  the  Charlotte  and 
South  Carolina  railroad,  which  will  insure  to  it  the  character  and  ad* 
vantages  of  a  through  route.  The  estimated  cost  of  the  road  is  about 
^3,000,000;  of  which  sum  the  State  furnishes  $2,000,000.  The  whole 
line  is  under  contract,  to  b(>  completed  at  the  earliest  practicable  mo- 
ment. 


plished  less 
e  take  into 
sity  for  such 
inaction  has 
a  large  com- 
3  centre  of  a 
the  capital, 

Imington  and 
1  traversing 
1.  This  is  a 
lling  public, 
)y  an  impor- 
irativcly  low 
y  a  lucrative 
character  of 
c  South,  and 


SOUTH  CAROLINA. 

Population  in  1830,  581,185;  in  1840,  :)1,398;  in  1850,  668,507. 
Area  in  square  miles,  24,500 ;  inhabi^nts  to  square  mile,  27.28. 

So^ith  Carolina  Railroads. 

This  State  furnishes  a  good  illustration  of  the  correctness  of  the  pre- 
vious retnarks,  in  reference  to  the  influence  of  a  commercial  capital  in 
promoting  and  giving  character  to  works  of  internal  improvement  for 
the  country  dependent  upon  it.  Large  cities  collect  together  the  sur- 
plus capital  of  the  surrounding  country,  and  a  mercantile  life  trains 
men  up  for  the  management  of  enterprises  calling  for  administrative 
talent,  and  involving  large  moneyed  operations. 

No  sooner  had  the  people  of  this  country  commenced  the  con- 
struction of  railroads,  than  the  city  of  Charleston  entered  upon  the 
great  work  of  that  State — the  South  Carolina  railroad.  This  was  one 
of  the  first  projects  of  the  kind  undertaken  in  this  country,  having 


■■(i  I 


1     : 

.1 


i 


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f:!! 


'.     f 


fi    I 


280 


ANDREWS'    REPDRT   ON 


been  commonccd  in  1830.  Its  ninin  tiiiiik  cxtciids  from  Charles- 
ton to  Hamburg,  on  the  Snvantifih  river,  opposite  Augusta,  (Jeorgia. 
It  has  two  branches;  one  extending  to  Cohnnbia,  the  pohtieal  i-apital 
of  the  State,  and  the  other  to  Camden.  The  entire  length  of  the  roa<l 
nnd  its  branches  is  242  miles.  Its  cost  has  been  a  litlh)  less  tlian 
$7,000,000. 

This  road  not  only  bears  ai^  important  relation  to  all  the  interests  of 
the  State,  but  has  given  birth  to  other  extensive  lines  of  road,  and  li)rms 
very  important  coiniexions  with  them. 

At  Augusta  a  junction  is  fi)rmed  with  the  Genrfi'm  raihojul,  by  means 
of  which  a  communication  is  opened  with  the  railroads  of  that  State, 
which  are  soon  to  be  extended  to  rdl  the  neighb'.ring  States.  Alreaily 
have  the  Georgia  lines  reac-luul  the  Teiniessee  riv(!r;  and  by  the  first 
of  May  next  they  will  bo  carried  liirward  to  Nashville,  the  capital  of 
the  State  of  Tennessee,  whence  railroads  are  in  ])rogress  toward 
Louisville  and  Cincinnati.  From  Atlanta,  the  western  terminus  of  the 
Georgia  railroad,  a  line  of  railroad  is  nearly  (.ompleted  to  IVU)nlgoniery. 
Alabama,  which  will  soon  be  pushed  l()rward  to  the  Gulf  of  Mexico  on 
the  one  hand,  and  to  the  Mississippi  on  the  other. 

By  means  of  the  Tennessee  and  Kentucky  roads  alluded  to,  Charles- 
ton is  now  about  to  realize  the  celebrated  ()rojeet  ol'  the  Charleston  and 
Cincinnati  railroad.  The  history  of  this  selieme  is  well  known.  It 
originated  in  the  bold  idea  of  making  that  city  the  eonnnercial  empo- 
rium of  the  great  interior  basin  of  the  country,  particularly  the  lower 
portion  of  it.  To  effect  this  object,  a  continuous  line  of  railroad,  under 
one  organization,  was  pro|x»sed,  in  as  direct  a  line  as  possible,  to  the 
city  of  Cincinnati.  This  project  attracted,  (or  a  time,  much  interest  in 
the  Stales  of  South  Carolina,  Tennessee,  Kentucky,  and  southern 
Ohio.  It  was  believed  to  be  entirely  practicable,  and  large  sums  were 
expended  in  reconnaissances  and  surveys  of  the  routes.  We  now  see 
the  accomplishment  of  the  scheme,  upon  the  original  plan,  to  have 
been,  at  the  period  when  it  was  commenced,  impracticable.  As  far  as 
the  means  and  the  engineering  skill  of  the  country  were  concerned, 
the  project  was  premature.  Its  magnitude  was  beyond  the  ability  ot 
all  tlie  interests  that  could  be  brought  to  bear  upon  it.  The  termini 
being  given,  the  route  assumed  Avas  the  shortest  possible  line  between 
them.  The  route  selected,  ihwefore,  could  not  connuand  the  means 
of  the  country,  applicable  to  a  road  between  the  cities  named;  and,  as 
might  have  been  expected,  the  original  project  tell  through.  The  dit- 
ferent  sections,  ho- vcver,  upon  the  most  practicable  line,  as  far  as  means 
were  concerned,  commenced  the  construction  of  detached  links,  having 
in  view  local  objects  alone.  These  are  now  so  far  advanced  that  the 
formation  of  the  whole  line  may  be  regarded  as  secured. 

By  the  more  circuitous  route  by  way  of  Nashville  and  Louisville, 
I  "  means  for  a  railroad  from  Charleston  to  Cincinnati  are  now  pro- 
V  ed,  and  the  whole  route  is  either  in  operation  or  in  progress.  From 
Charleston  to  Nashville,  a  distance  of  about  600  miles,  tiie  line  will  be 
completed  by  the  first  day  of  May  next.  Upon  the  line  liom  Nashville 
to  Louisville,  a  distance  of  180  miles,  working  survej's  are  now  in  pro- 
gress, preparatory  to  placing  this  entire  link  under  eonlraet.  Louis- 
ville and  Cincinnati  are  soon  to  be  united  by  means  of  the  Louhvilh 


COLONIAL   AND   LAKE    TRADE. 


281 


Chnrlrs- 

Gt'()rp;iu. 

nl  capital 

f  llio  road 

loss  tliaii 

ilcrcsts  n\' 
and  lorms 

by  means 

hilt  State, 

Already 

>y  the  first 

capital  of 
ss  towanl 
inns  of  the 
iiitgomery. 
Mexieo  on 

1,  Charles- 
rleston  and 
aiown.     It 
cial  einpo- 
'  the  lower 
oad,  under 
ible,  to  the 
interest  in 
1   southern 
sums  were 
le  now  see 
ui,  to  have 
As  lar  as 
concerned, 
e  ai)ility  of 
L'he  termini 
\v,  between 
I  the  means 
xl;  and,  as 
.     The  dil- 
ir  as  means 
nks,  having 
cd  that  the 

Louisville, 
re  now  pro- 
•ess.  From 
line  will  be 
m  Nashville 
Mf)w  in  pro- 
icl.  Louis- 
he  Louisvilk 


ami  Lr.rtngtnn  nnd  the  Omn^tnu  and  Lctinfftnn  railroads.  The  l!»rnier 
is  in  operation;  the  latter  will  be  completed  next  year;  and  the  <'ily  of 
Charleston,  without  any  expenditure  other  than  that  recjuisite  Kir  the 
construction  of  roads  within  her  territory — excepting  a  small  loan  to 
the  Nas/iviUe  and  C/tattavniiga-  road — sees  the  great  project,  l!)r  which 
she  so  zealously  labored,  on  the  eve  of  aceomplishinent. 

A  more  direct,  and  ap[)arently  appropriate,  line,  llian  that  ubrtve  de- 
Scribed,  is  one  traversing  the  entire*  length  of  the  State  of  South  Caro- 
lina, in  a  northwesterly  direction,  crossing  the  northeastern  corner  of 
Georgia  and  the  western  portion  of  North  Carolina,  running  down  the 
Litth'  and  up  the  Great  Tennessee  rivers,  to  Knoxville;  thence  by  the 
Cumberland  (Jap,  or  some  practicable  pass  in  its  vicinity,  through 
Danville  and  Lexington,  Kentucky,  to  Cincinnati.  The  only  portions 
of  this  line  for  which  the  means  ar<'  certainly  provided,  are  those  ex- 
tending from  Charleston  to  Anderson,  in  South  Carolina,  a  distance  of 
248  niil(;s,  and  from  Cinciruiati  to  Danville,  a  distance  of  128  miles, 
making  in  all  371  miles,  and  leaving  about  3fA)  miles  to  be  nrovided 
l()r.  That  this  direct  line  will  be  accomplished  cannot  be  doubted.  A 
considerable  portion  of  the  country  traversed  can  provide  sutficienl 
means  for  its  construction,  and  the  "necessary  balances  will  be  supplied 
by  comiecting  lines  and  by  private  interests.  For  that  portion  of  the 
link,  unprovided  l!)r,  between  Anderson  and  Knoxville,  it  is  believed 
that  the  legislature  of  the  State  of  South  Carolina  will  extenil  liberal 
aid.  The  Soiifh  Carolina  and  the  Gnaivillc  and  Cohmbia  roads,  f()rm- 
iiig  the  lower  portions  of  this  great  chain,  are  also  expected  to  render 
efhcient  support.  That  portion  of  it  through  the  State  of  Tennessee 
will  undoubtedly  receive  the  benefit  of  the  recent  internal  improvement 
act  of  that  State,  which  appropriates  $8,000  per  mile  to  certain  leading 
lines — a  sum  suHicient,  with  what  private  means  can  l)e  obtained,  to 
secure  its  construction.  The  link  from  Danville,  Kentucky,  to  the 
boundary  line  of  Tennessee,  traverses  a  region  of"  vast  mnioral  re- 
sources. It  is  believed  the  amount  lacking  to  complete  this  link,  be- 
yond the  means  of  the  people  upon  it,  will  eventually  be  liirnished  by 
parties  interested  in  the  tcholc  as  a  timntgh  route.  Active  measures  are 
in  {)rogress  upon  the  entire  route  to  secure  the  necessary  surveys,  to 
provide  the  means  of  construction,  and  to  awaken  the  minds  of  the 
people  to  tho  i'-iportance  of  the  work. 

The  other  important  projects  in  South  Carolina  are  the  Gncnvillcand 
Cohmbia,  the  Charlotte  and  South  Carolina,  the  Wilmington  and  Man- 
chester, and  the  Northeastern  road,  extending  from  Charleston  to  a  junc- 
tion with  the  Wilmington  and  Manchester  road.  The  Charlotte  and 
South  Carolina  and  the  Wilmington  and  Manchester  roads  lie  partly  in 
North  Carolina,  but  they  are  appropriately  described  as  a  portion  of  the 
South  Carolina  system. 

The  Greenville  and  Columbia  road  extends  liom  Columbia,  the  termi- 
nus of  the  Columbia  branch  of  the  South  Carolina  railroad,  to  Green- 
ville, a  distance  of  about  one  hundred  and  twenty-three  miles.  It  has 
two  branches — one  extending  to  Pendleton,  and  the  other  to  Anderson 
court-house.  The  leading  objects  in  its  construction  are  of  a  local  char- 
acter; though,  as  before  stated,  it  is  intended  to  make  it  a  portion  of  a 
through  hue  to  the  Mississippi  Valley.     The  road  traverses  one  of  the 


.M. 
i  "i 


m 


•f 


I    il 


282 


ANDIIKWS      UUI'URT    ON 


boAt  p()rtif)ni«  of  llic  Stiito.  Ft  Iifis  Imtii  Ixiilt  nl  ii  low  coHt,  owiii^  to 
tlic  liivoriiblc  iiatiiro  oltlic  comilry  tiiiv«  rscd,  mid  ilu*  (iiU'rpriMc  prom- 
ises to  hr  liiglily  rcmiiiirrativ*'.  A  cinisidcrahlc  portion  of  this  lino  is 
in  operation,  and  tlut  whole  will  bo  (•onjpl('t«'<l  at  an  early  dny. 

'Ihero  is  in  prou^ress  from  this  road  a-hranch  ot"  some  magnitude  ex- 
tending' to  lianrens,  and  a  portion  of  it  is  in  o[)eration. 

Thrt  Charlotte  nnti  Soi/th  Ctiroliiia  railroad  has  heen  brie'lly  alluded 
to.  Its  line  extends  frotn  Charlotte,  the  tnost  important  town  in  west- 
ern North  C'arolina,  to  (Jolumhia,  the  eapital  of  Sotith  ("arolina,  and  is 
nixxit  otie  hundred  and  teti  mil(>s  long.  It  is  an  important  link  iMtwec^n 
tin;  other  roads  of  the  States,  and,  with  them,  between  those  of  the 
northern,  southern,  and  southwest<'rn  States.  Its  local  business  will  bo 
lucrative,  as  it  traverses  ii  rich  country  without  suitable  avenues  to 
market.  Like  most  of  the  southern  roads,  it  has  been  constructed  nt  a 
low  cost.     It  is  nearly  completed,  and  will  be  shortly  opened. 

Coiuiected  with  this  road,  at  ('hester,  is  a  branch  road,  called  "the 
AVw^'a  Mountain  railroad,  in  operation  and  extendin^u  to  Yorkville,  u 
distance  of  about  twenty-five  miles. 

IFi/mlngtnn  and  Manchrstvr  llalhoad. — The  chief  object  of  this  line  is 
to  supply  the  link  l()r  the  connexion  of  th(^  roads  of  the  Slates  of  South 
Carolina  and  Georgia  with  thosi  of  tlu;  north.  It  is  this  object  which 
gives  it  general  importatice,  though  its  principal  revemies  will  undoubt- 
edly bo  derived  from  local  traffic,  which  th(>  country  traversed  will 
I)rol)al)ly  supply.  The  road  is  about  one  hundred  and  sixty-two  miles 
f»ng.  its  construction  is  essential  to  the  convenience  of  the  travelling 
public,  and  will  add  largely  to  the  traffic  of  all  the  connecting  lines. 
A  glance  at  the  accompanying  map  will  well  illustrate  its  relations  to 
other  roads.  Although  a  first-class  road,  it  is  constructed  at  the  mini- 
mum cost  of  southern  roads.  The  whole  line  is  under  contract  and 
well  advanced;  some  portions  of  it  are  opened,  and  the  whole  is  in 
progress  to  completion  with  all  practicabh*  dispatch. 

The  only  project  of  any  considerable  public  importance,  not  already 
noticed,  is  the  Northeastern  road,  extending  from  Charleston  to  the  Wil- 
mington and  Manchester  road,  at  a  point  between  Marion  and  Darling- 
ton. The  object  of  this  road  is  to  secnr(;  to  Charleston  a  more  direct 
outlet,  and  to  place  her  in  a  line  of  travel  between  the  North  and  the 
South.  Without  such  ii  work,  the  tendency  of  the  Wilmington  and 
Manchester  road  would  b(>  to  div(Tt  the  through  travel  from  that  city, 
and  would  conse(|uently  threaten  her  with  the  loss  of  a  portion  of  her 
business  and  public  considerjiUon.  To  f()rtify  her  position,  this  city 
also  proposes  to  construct  a  railroad  dired  to  Savannah,  liy  these 
works  she  will  place  herself  on  the  convenient  line  of  travel  between 
the  extremes  of  th(^  country. 

The  length  of  this  lirst-named  line  will  be  about  one  hundred  miles. 
Its  cost  will  be  between  $1,500,000  and  $2,000,000.  The  work  is 
light,  the  only  diflicult  point  being  the  crossing  of  the  Santcc  river. 
The  route  is  now  under  survey,  and  will  be  commenced  as  soon  as 
practicable.  The  road  may  be  regarded  as  a  Charleston  project,  and 
that  city  will  contribute  largely  to  its  construction. 


,  owing  to 
risr  protn- 
liis  lm(t  in 

'V- 
;nitu(lo  <'X- 

lly  iiIIihUmI 
■II  ill  wcsl- 
itiii,  iitui  is 
ik  ImIwccii 
lost;  of  tlio 
(•S;4  will  l)G 

[ivcnups  to 
ruclod  nt  a 

(•filled  "the 
I'orkvillc,  a 

this  liiif  is 
Los  of  Soutli 
)icct  which 
ill  muloubt- 
vcrscd  will 
yr-two  miles 

0  travelling 
acting  lines. 

relations  to 
It  the  inini- 
•ontrael  and 
whole  is  in 

not  jilreiidy 

1  totlieWil- 
md  Darling- 

uion;  direct 
irtli  and  tlu; 
'iningtnn  and 
m  that  city, 
Drtion  of  her 
m,  Uiis  city 
1.  By  these 
ivel  between 

indrcd  miles. 
The  work  is 
Santce  river. 
1  as  soon  as 
I  project,  and 


COLONIAL   AND   LAKE    TRADF:. 
(JKOIIGIA. 


283 


Population  in  1830,  51(5,823;  in   1841),  HOI, 3f)2;  in   1850,  OO.'i.iMJl). 
Area  in  s(|uare  miles,  58,000;  inhahitnnts  to  scjiian^  mile,  15.()2. 

The  State  of  (Jeorgia  has  distinguished  herself  fi)r  the  extiMit,  exccd- 
Uriiee  and  succ(!S3fiil  management  of  her  railroads.     In  these  respects 
she  ranks  first  among  tin;  southern  States.     Her   success   is  mainly 
owing  to  the  fact,  that  her  gr(;at  lines  of  railroad  W(M-e  completed 'withiti 
a  comparatively  brief  p(^riod  after  they  were  nndertakiMi.     From  the 
sparse  po])nlation  in  the  South,  and  the  absence  ot"  l.irge  towns  in  the 
inttsrior,  the  com|)letion  of  a  road  is  necessary  to  success.     Until  the 
c()nii(!xions  proposed  are  formed,  the  work   is  gen(>rally  unprofitable. 
Sue(!essiv'e  links,  as  they  are  opened,  do  not  yield  a  large  revenue,  as 
is  the  case  with  many  northern   liiuvs,  which  find  between  two  neigh- 
boring villages  a  renmnerating  traffic.     To  this  fiict  is,  in  some  degree, 
to  be  attributed  the   failure  in  the  South  of  many  of  the  projects  of 
183G  and  1837.     Portions  only  <>f  the  lines  of  railroad  commenced  at 
that  period  wvvv  eoinijleled.     The  commercial  revulsions  which  li>l- 
lowed  checked  their  lurlher  prosecution.     The  several  links  brought 
into  use  were   lujt  of  sufHeienf  length  or  importance  to  develop  and 
command  a  remunerative   business;  and,    in  some  instances,  projects 
wen*  abandoned  even  after  a  i)ortion  of  their  lines  h    '  been  opened  l()r 
l)usiiu!ss.     The  reverses  which  have  been  alluded  to,  were  chiefly  con- 
fined to  the  projects  of  the  newly-settled  southern  and  western  States. 
These  States  were  then  a  wilderness  as  compared  with  their  present 
condition.     At  that  period  success  was  impossible,  not  only  from  the 
lack  of  capital  ade<|uale  to  the  enterprises,  but  of  those  (piahties  neces- 
sary to  sujx'rintend  and  carry  out  these  enterprises,  and  which  can 
only  result  from  experience.     The  efli'ct  of  the  reverses  sustained,  was 
to  discourage  for  a  lime  all  attempts  to  construct  railroads.     But  the 
long  j)eriod  which  has  since  elapsed  has  brought  with  it  greater  means; 
a  wider  experieiiec ;  tin;   sucei\«*sful  examples  of  other  States;  more 
distinct  and  better- defined  objects;  and  a  more  intimate  act|uaintance, 
and  hearty  co-operation  among  people  interested  in  such. works.     The 
operation  of  time  has  settled  our  commercial   depots,  and  established 
the  convenient  channels  of  commerce  and  travel.     At  .'Hi  earlier  period 
these  were  assumed  in  the  projects  undertaken,  and  the  results  fre- 
(juenlly  proved  these  assumptions  to  be  wide  of  the  truth.     New  lights 
have  arisen  as  guides  to  renewed  efforts.     The  southern    peoj  le  are 
again  inspired  with  confidence  and  hope;  and  the  movement  now  going 
on  throughout  the  southern  Stiites,  finmded  upon  a  pi()[)er  knowledge 
of"  their  wants  and  abilities,  and  guided  by  wider  experience  and  more 
comnetent  hands,  is*  destined  to  achieve  the  most  satisfactory  results. 

The  success  of  the  Georgia  roads,  as  already  stated,  was  owing  to 
the  ftict  that,  after  a  severe  struggle,  her  leading  lines  were  coAipleted 
without  great  delay.  As  soon  as  they  were  brought  into  use  they  at 
once  commenced  a  lucrative  business,  yif^lding  a  handsome  return  upon 
the  cost,  and  have  proved  of  inestimable  benefit  to  the  people  of  the 
State.  Their  roads  have  not  only  enabled  them  to  turn  tlieir  resources 
to  the  best  account,  but  have  done  much  to  develop  that  spirit  of  enter- 


i 
T    II 


lif 


284 


ANDREWS'    REPORT   ON 


prise  and  activity  tor  which  the  people  of  Georgia  are  particularly  dis- 
tinguished. 

The  leading  roads  in  operation  in  Georgia  constitute  two  great  lines,, 
representing,  apparently,  two  different  interests.  The  first  extends 
from  Savannah,  the  commercial  capital  of  the  State,  to  the  Tennessee 
river,  a  distance  of  434  miles,  and  is  made  up  of  the  Georgia  Central, 
Macon  and  Western,  and  Western  and  Atlantic  roads.  The  latter,  hy 
which  the  railroad  system  of  the  State  is  carried  into  the  Tennessee 
valley,  is  a  State  work.  The  second  line  traverses  the  State  from  east 
to  west,  crossing  the  other  nearly  at  right-angles,  and  is  made  up  oi" 
the  Georgia  and  the  Atlanta  and  La  Grange  railroads.  This  line  may 
be  considered  as  an  extension,  in  a  similar  direction,  of  the  South 
Carolina  railroad,  and  rests  on  Charleston  as  its  commercial  depot, 
as  does  the  former  on  Savannah.  To  a  certain  extent  the  West- 
ern and  Atlantic  link  may  be  said  to  be  common  to  both  lines. 
The  first  described  line,  however,  has  important  branches,  which  con- 
nect it  with  a  much  larger  portion  of  the  State  than  the  latter.  At 
Macon  it  receives  the  SoutJnccstcrn  railroad,  an  important  line,  alrcadj' 
constructed  to  Oglethorpe,  which  will  be  continued  to  Fort  Gaines,  on 
the  Chattahoochee.  A  branch  of  this  line  is  in  progi-css  to  Columbus, 
an  important  town  on  that  river,  and  the  principle  depot  of  trade  tt)r 
western  Georgia  and  eastern  Alabama.  Upon  the  completion  of  these 
roads  the  Central  line  will  extend  to  the  northern  and  western  bound- 
aries of  the  State,  and  will  receive  an  important  accession  to  its  already 
flourishing  traffic. 

The  tiiree  great  roads  of  the  State,  which  have  been  in  operation 
for  a  comparatively  long  period — tiie  Central,  the  Georgia,  and  tlie 
Macon  and  Western — havt^  tor  many  years  past,  been  unil()rmly  suc- 
cessful, and  take  high  rank  among  our  best  managed  and  best  paying 
roads,  averaging,  lor  a  series  of  years,  eight  per  cent,  dividends. 
Notwithstanding  their  imperfect  mode  of  construction,  which  has 
required  repairs  equal  to  an  entirely  new  superstructure,  their  cost  per 
mile  is  less  than  the  average  of  roads  throughout  the  country.  This 
is  owing  in  part  to  the  favorable  character  of  the  country  fi)r  sucli 
enterprises,  and  the  prudent  and  skilful  manner  in  which  they  have 
been  constructed  and  managed.  All  these  have  proved  profitable  works, 
chiefly  from  liieir  local  traffic.  Tiie  rapid  extension  of  connecting 
links,  which  must  use  the  above  as  their  trunk  lines  to  market,  must, 
in  tiie  ordinary  course  of  busi^ss,  add  very  largely  to  tiieir  present 
considerable  revenues. 

Among  the  most  important  roads  in  progress  in  the  State,  may  be 
named  the  Waijne.ifjoro\  the  Southivestern,  tiie  Muscogee  and  the  Atlanta 
and  La  Grange. 

The  .object  of  the  Wayncshord'  road  is  to  effect  a  communication,  by 
railroaS,  between  Savannah  and  Augusta,  tlie  latter  the  terminus  of 
the  South  Carolina  and  Georgia  railroads,  and  situated  at  th<,'  head  of 
naviQ:ation  on  the  Sav.innah  river.  A  portion  of  this  line  is  aheadv  in 
operation,  and  the  whole  is  nearly  completed.  It  is  an  important  con- 
necting link  between  other  roads,  and  will  greatly  atld  to  the  liieilities 
of  business  anfl  travel  in  the  southeiisteni  portionof  the  State. 

The  Southivcstcrn  road  will  provide  an  outlet  for  the  rich  planting 


COLONIAL   AND    LAKE    TRADE. 


285 


■V 


ally  dis- 

at  lines,, 
extends 
ennessee 
,  Central  1 
'after,  by 
ennessee 
from  east 
de  up  of 
line  may 
he  South 
al  depot, 
le  Wcst- 
)th  lines, 
lich  con- 
itter.     At 
,  already 
Jaines,  on 
'olumbus, 
trade  for 
n  of  these 
n  bound- 
ts  already 

operation 
',,  and  the 
[)rmly  suc- 
gst  paying 
dividends. 
,vhich  has 
lir  cost  per 
itry.  This 
y  ti)r  such 

they  have 
»ble  works, 
connecting 
rket,  must, 
eir  present 

ite,  may  be 
the  Atlanta 

iiication,  by 
terminus  of 
the  head  of 
already  in 
portant  con- 
LJie  facilities 
Le. 
ich  planting 


district  of  southwestern  Georgia,  one  of  the  best  cotton-growing  regions 
in  the  South.  This  road  has  already  reached  Oglethorpe,  and  is  to  be 
extended  to  the  Chattahoochee.  It  will  then  have  an  outlet  in  each 
direction  of  trade.  The  proposed  extension  of  the  road  is  regarded  as 
the  appropriate  line  to  supply  railroad  accommodation  to  the  south- 
western portion  of  the  State.  The  Southtvcstcrn  is  already  in  posses- 
sion of  a  large  revenue  irom  local  traffic  alone.  This  will  be  materially 
increased  by  the  farther  extension  of  its  own  line,  and  of  connecting 
roads. 

The  Miiscogec  road  extends  from  the  city  of  Columbus,  eastward, 
to  its  junction  with  the  SouthivesfcrJi,  a  distance  of  7.1  miles,  striking 
the  latter  about  Fort  Valley,  28  miles  Irom  JNIacon.  It  traverses  a  rich 
planting  country,  and  is  an  important  work,  both  as  a  through  and 
local  road.  At  Columbus  it  will  ultimately  form  a  connexion  with  the 
roads  now  in  progress  and  operation  in  Alabama.  Its  through  traffic, 
derived  from  the  business  centring  at  Columbus  alone,  will  gonstitute 
a  valuable  source  of  revenue.  It  is  nearly  completed,  and  its  opening 
is  regarded  as  an  event  of  considerable  importance  to  other  roads  in 
the  State. 

The  Atlanta  and  La  Grange  bears  pretty  much  the  same  relation  to 
the  Georgia  as  does  ilie  Mmcngee  to  the  Central  line.  It  extends  liom 
Atlanta,  the  terminus  of  the  Georgia  and  Western  and  Atlantic  roads, 
to  West  Point,  the  eastern  termnius  of  the  Mantgomcry  and  West 
Point  road,  a  distance  of  86  miles.  A  portion  of  this  road  is  already 
in  operation,  and  the  whole  is  well  advanced.  Its  completion  will  ex- 
tend the  Georgia  system  of  roads  to  Montgomery,  Alabama.  As  a 
connecting  link,  it  is  justly  regarded  as  a  work  of  much  public  utility. 
It  traverses  a  very  beautitiil  and  highly  cultivated  portion  of  the  State, 
and  cannot  tail  to  have,  with  all  the  roads  of  the  State,  a  lucrative  local 
traffic. 

The  only  important  road  in  Georgia  already  in  operation,  and  not 
particularly  noticed,  is  the  Western  and  Atlantic,  extending  from 
Atlanta  to  the  Tennessee  river.  To  th(^  State  of  Georgia  must  be 
awarded  the  honor  of  first  surmounting  the  Great  Alleghany  or  Appa- 
lachian range,  and  of  carrj-^ing  a  continuous  line  of  railroad  from  the 
seacoast  into  the  Mississipjn  valley,  t'roin  the  difficulties  in  the  way 
of  such  an  achievement,  it  must  always  be  regarded  as  a  crt)wning 
work.  Wherever  accomplished,  the  most  important  results  are  certain 
to  follow.  The  construction  of  the  Western  and  Atlantic  road  was  the 
signal  t()r  a  new  movement  throughout  all  the  southern  and  south- 
western States.  By  opening  an  outfet  to  the  seaboard  for  a  vjist  sec- 
tion of  country,  it  at  once  gave  birth  to  numerous  important  projects, 
which  arc  now  making  rapid  prqgrcss,  and  which,  when  completed, 
will  open  to  the  wiiole  southern  country  the  advantages  of  railroad 
transportation.  Among  the  more  imi)ortant  of  these  may  be  named 
tlie  Memphis  a7id  Charleston,  the  East  Tennessee  and  Georgia,  and  the 
Sashville  and  Chattanooga,  roads,  already  referred  to.  The  former 
will  open  a  direct  line  of  railroad  from  Memphis,  an  important  town 
on  the  Tennessee  river,  to  the  southern  Atlantic  ports  of  Charleston 
and  Savannah,  and  will  become  the  trunk  for  a  great  number  of  im- 
portant radial  branches.     The  Nashville  and  Chattanooga,  traversing 


(I 


n  \ 


n^ 


;m 


r 


!      i 


I' 


1 


286 


ANDREWS     REPORT    ON 


the  State  of"  Tennessee  in  a  northwesterly  direction,  has  given  a  new 
impulse  to  the  numerous  raihoads  which  are  springing  into  life,  both  in 
Tennessee  and  Kentucky.  These  railroads  will  soon  form  connexions 
with  those  of  Ohio,  Indiana,  and  Illinois,  and  thus  all  the  northern  and 
western  States  will  be  brought  into  intimate  business  relations  with 
the  southern  cities  of  Charleston  and  Savannah.  Through  the  East 
Tennessee  and  Georgia  road  a  connexion  will  be  formed  with  the  line 
traversing  the  United  States  from  north  to  south.  The  influence  of 
sucii  a  connexion  upon  the  growth  and  prosperity  of  these  cities,  as 
well  as  of  the  country  brought  into  communication  with  them,  can 
hardly  be  estimated. 

A  r.'iilroad  is  also  proposed  from  St.  Simon's  sound,  on  the  Atlan- 
tic— said  to  be  a  good  harbor — to  Pensacola,  in  Florida.  One  object  in 
the  construction  of  this  road  is  to  build  up  the  town  of  Brunswick  upon 
that  sound.  As  this  road  would  connect  two  good  harbors,  one  upon 
the  Atlaryiic  coast  and  the  f)lher  upon  the  gulf,  it  will  prove  an  import- 
ant work.  It  would  also  open  an  extensive  territory  at  present  but 
slightly  develoj)cd,  lor  the  want  of  a  suitable  outlet. 

A  railroad  is  contemplated  from  Savannah  to  Pensacola.  Its  object 
is  to  open  a  communication  between  that  city  and  the  southern  portion 
of  the  State,  and  to  attract  the  trade  of  a  large  section  now  threatened 
to  be  drawn  off"  by  rival  works.  The  project  has  its  origin  in  the  sup- 
posed benefit  it  would  confer  upon  the  city  of  Savannah,  which  is  ex- 
pected to  aid  largely  in  its  construction. 


PLOUIDA. 


Population  in  1830,  34,730  ;  in  1840,  54,477 ;  in  1850,  87,401.   Area 
in  square  miles,  59,2G8 ;  inhabitants  to  square  mile,  1.47. 

In  another  part  of  this  report  full  notice  is  given  to  this  State,  em- 
bracing tfie  works  of  internal  improvement  therein,  whether  constructed, 
in  progress,  or  contemplated  to  be  made,  and  also  those  heretofore 
made  and  now  abandoned.  It  would  be  su|)erfluous  to  repeat  that 
notice  here.  Reference  is  made,  lhere{()re,  to  th(!  communications  of 
citizens  of  this  State,  contained  in  the  Appctidlx  at  the  end  of  this  re- 
port, to  the  documents  accompanying  the  same,  and  to  comments  of 
the  undersigned,  prefixed  thereto,  for  full  inf()rmalion  on  these  and  other 
subjects  respecting  this  State.  A  paper  respecting  the  "  Gulf  of 
Mexico"  and  the  "  Straits  of  Florida,"  prepared  from  notes  fiirnished 
by  a  distinguished  and  intelligent  engineer  olfieer  of  the  United  States, 
is  likewise  inserted  in  the  Apimndix,  and  contains  important  matter 
relating  to  this  Slate. 


I 


ALABAMA,  MISSISSIPPI,  AND  LOUISIANA. 

The  roads  of  these  States  belong  to  a  general  class,  from  tlie  similar- 
ity of  their  direction  and  objects,  and  from  the  intimate  relations  exist- 


COLONIAL    AND   LAKE    TRADE. 


287 


1  a  new 
,  bolh  in 
inexions 
ern  and 
ms  with 
the  East 
the  hne 
ucnce  ot" 
;itics,  as 
lem,  can 

le  Atlan- 
object  in 
rick  upon 
one  upon 
n  import- 
csent  but 

Its  object 
rn  portion 
hrentenecl 
n  the  sup- 
lich  is  ex- 


401.    Area 

State,  em- 
;onstructc(l, 
heretofore 
repeat  that 
lications  of 
1  of  this  re- 
Dniments  of 
3e  and  other 
^  *'Gulf  of 
cs  finiiishcd 
lited  States, 
tant  matter 


1  the  simihir- 
lations  exist- 


ing between  many  of  their  important  hues.  As  already  stated,  the 
greal  '  c^s  are  tlie  radial  points  of  the  internal  improvement  system  of 
this  c  try.  In  conformity  with  this  fact  we  find,  that  onreachingthe 
Gulf  <),'  Mexico  the  general  direction  of  the  grent  lines  extending  into 
the  interior  gradually  changes,  m  harmony  with  this  fact,  and  that 
those  arising  from  the  Gulf  of  Mexico  are  at  right  angles  both  to  this 
and  our  great  northern  lake  boundary. 

\n  examining  the  cliaracter  and  prospective  business  of  roads  running 
at  right  angles  to  the  parallels  of  latitude,  compared  with  those  follow- 
ing the  same  parallels,  some  marked  points  of  difference  are  found.   In 
the  latter  case,  where  there  is  no  variety  of  pursuits,  and  where  the 
whole  population  is  engaged   in  agriculture,  there  can  be  little  or  no 
local  traffic.     The  products  being  identical,  all  the  surplus  is  the  same- 
in  kind.     But  upon  a  route  following  a  meridian  of  latitude,  an  entirely 
different  rule  prevails.     Such  routes  traverse  regions  abounding  in  a 
diversity  of  {)roducti()ns,  all  of  which  are  regarded  as  essential  to  the 
wants  of  every  individual  in  the  community.     Such  lines  may  be  said 
to  coincide  with  the  natural  routes  of  commerce,  over  which  a  large 
traffic  nuist  always  pass,  although  the  territory  traversed  may  be  en- 
tirely dt^'oted  to  agriculture.     The  grains,  provisions,  and  animals  of 
the    north   are    wanted    by   the    so-jthern  States  engaged  in  the  cul- 
ture of  cotton,  rice,  sugar  find  tobacco ;  and  these  last-named  products 
are  received  by  the  pt^ople  of  the  north  in  exchange  lor  what  they  have 
to  sell.     In  this  country,  therel«)re,  the  routes  running  cast  and  west 
may  be  t(;rnu>d  the  artljicial,  those  running  north  and  south  the  natural 
routes  of  commerce.     It  is  this  fact  that  gives  particular  importance  to 
the  great  line  of  communication  which  it  is  proposed  to  extend  from 
the  Gulf  of  Mexico  to  the  lakes,  thus  uniting  a  country  the  extremes  of 
which  abound  in  the  fruits  of  the  tropics,  and  in  the  products  of  high 
northern  latitudes. 

A  railroad  extending  from  the  Gulf  of  Mexico  constitutes  a  great 
national  route  of  t;oininerce,  and  furnishes  a  channel  of  distribution  over 
llu^  wliol(j  country,  li)r  the  vast  variety'  of  products  of  the  regions  tra- 
versed, and  at  the  same  time  constitutes  an  outlet  for  such  surplus  as 
may  not  be  recjuired  f()r  domestic  consumption.  Such  are  the  extent 
and  range  of  human  wants,  that  they  require  the  whole  aggregate  pro- 
duction of  every  variety  of  soil  and  climate  f()r  their  supply.  Owing 
to  the  variety  of  climatr,  this  country  is  capable  of  producing  nearly 
livery  article  used  in  ordinary  consumption,  and  an  abundance  of  all 
that  are  of  primary  im|)ortance.  Upon  tlu;  completion  of  a  railroad 
from  the  (julf  of  Mexico  to  Lake  Michigan,  a  pei^on  living  midway 
between  the  two  will  be  enabled  to  have  his  table  daily  supplied  with 
the  luxuries  of  b:)th  (!Xtremes — the  delicious  fruits  of  the  tropics,  and 
the  more  tem[)ere(l  but  etjually  valuable  products  of  northern  latitudes. 
The  differences  of  climate  will  then,  practically,  cease  to  exist.  The 
speed  of"  the  railway  train  will  scatter  over  the  whole  countr}',  firshly 
plucked,  the  liuils  of  every  latitude^  and  one  climate  will  practically 
exist  fi)r  all,  in  the  possession  of  an  abundance  of  the  products  oi' each. 

Extended  lines  of  railroads  are  ecpially  important  in  another  point  of 
•view.  It  aUvays  happens  that  while  in  the  aggregate  there  is  an 
.abundance  of  production  for  the  wants  of  all,  there  will  be  failures  of 


^1 


'  H 


:     ; 


hU 


r 

r 


ANDREWS*    REPORT  ON 


; !' 


crops  in  different  portions  of  the  country.  Such  must  be  the  case  in  a 
country  of  so  vast  an  area  as  our  own.  With  ordinary  roads  only,  it 
is  found  impossible  so  to  distribute  the  surplus  produced  as  to  secure 
abundance  at  points  where  production  has  tailed.  The  hmit  to 
economical  transportation  over  the  ordinary  roads  is  measured  by  a  lew 
miles.  The  greatest  extremes  of  want  and  abundance,  therefore,  may 
exist  in  adjoining  States.  All  these  evils  are  remediable  by  railroads, 
so  that  they  will  not  only  secure  to  us  a  practical  uniformity  of  cHmate, 
but  of  seasons  also,  giving  to  us  the  greatest  variety,  and  at  the  same 
time  the  greatest  certainty,  of  uniform  supply. 


ALABAMA. 


Population  in  1830,  309,527;  in  1840,  590,756;  in  1850,  671,671. 
Area  in  square  miles,  50,722;  inhabitants  to  square  mile,  15.21. 

Mobile  and  Ohio  railroad. — The  first  of  the  great  works  of  the 
character  we  have  described  is  the  Mobile  and  Ohio  railroad,  extend- 
ing from  Mobile,  on  the  Gulf  of  Mexico,  to  the  mouth  of  the  Ohio 
river,  a  distance  of  594  miles.  From  Mobile  it  will  be  extended  down 
Mobile  bay  to  a  point  where  a  depth  of  20f  feet  of  water  is  reached 
at  low  tide,  making  the  whole  length  of  line  609  miles.  The  route 
traversed  is  remarkably  favorable.  There  are  no  grades  in  the  direc- 
tion of  the  heavy  traffic  exceeding  30  feet  to  the  mile.  The  highest 
point  of  elevation  above  the  gulf  is  only  505  feet.  No  bridges  are 
required  above  130  feet  long.  The  estimated  cost  of  the  road,  with 
a  liberal  outfit,  is  $10,000,000.  Of  the  whole  line,  33  miles  are  already 
in  operation ;  but  the  work  is  in  progress  upon  279  more,  and  the 
balance  will  be  immediately  placed  under  contract.  It  is  intended  to 
have  the  whole  line  completed  within  three  years  from  the  present 
time.  The  company  are  fast  securing  ample  means  for  its  construc- 
tion, which  are  materially  strengthened  by  a  recent  liberal  donation  of 
land  by  the  general  government.  That  portion  of  the  line  through  the 
State  of  Tennessee  is  provided  for  by  the  recent  internal  improvement 
act  of  that  State.  The  work  is  under  the  most  efficient  management, 
and  its  completion  within  the  shortest  practicable  period  is  unques- 
tioned. 

The  importance  of  this  work,  both  to  the  city  of  Mobile  and  the 
whole  soulh(>rn  country,  can  hardly  be  over-estimated.  By  means  of  it 
the  produce  of  the^outli  may,  with  the  greatest  expedition,  be  brought 
alongside  of  ships  drawing  20J  feet  water.  The  route  traversed  is 
nearly  equidistant  from  the  navigable  waters  of  the  Tombigbee  river 
on  the  one  hand,  and  the  Mississippi  on  tlie  other.  It  traverses  a  region 
deficient  in  any  suitable  means  of  transportation — one  of  the  richest 
portions  of  the  United  States.  Flanking,  as  it  will,  a  very  large  por- 
tion of  the  •best  cotton  lands  in  the  country,  it  must  secure  to  Mobile 
a  large  supply  of  this  article,  ordjnarily  sent  to  New  Orleans.  From 
the  ease  and  cheapness  witii  which  the  planter  will  be  enabled  to  for- 
ward his  staple  to  market,  the  road  will  stimulate  the  production  of 
cotton  to  an  extraordinary  extent.     It  will  also  develop  numerous  other 


COLONIAL  AND  LAKE  TRADE. 


289 


ase  in  a 
only,  it 
>  secure 
limit  to 
jy  aibw 
re,  may 
lilroads, 
climate, 
he  same 


671,671. 
Jl. 

Ls  of  the 
,  cxtend- 
the  Ohio 
Lied  down 
I  readied 
rhe  route 
the  dircc- 
\\e  highest 
ridges  are 
oad,  with 
re  already 
and  the 
iitended  to 
le  present 
J  construc- 
onation  of 
irough'the 
provement 
nagement, 
is  unques- 

le  and  the 
means  of  it 
be  brought 
•avcrsed  is 
ligbee  river 
;cs  a  region 
the  richest 
large  por- 
to  Mobile 
ms.     From 
diled  to  for- 
roduction  of 
[icrous  other 


resources  now  lying  dormant,  and  will  give  rise  to  a  greater  variety  of 
pursuits,  so  essential  to  the  best  interests  of  the  South.  This  work 
cannot  fail  to  give  extraordinary  impulse  to  the  growth  of  Mobile,  and 
to  secure  to  it  a  prominent  rank  among  the  principal  commercial  cities. 

Another  great  line  of  railroads  commencing  in  Alabama,  though  at 
present  resting  upon  the  Alabama  river  at  Selma,  to  be  eventually  car- 
ried to  Mobile,  is  the  Alabama  and  Tennessee  River  railroad.  The  line 
of  this  road  extends  from  Selma  to  the  Tennessee  river  at  Gunter's 
Landing,  a  distance  of  210  miles.  The  more  immediate  object  of  its 
construction  is  to  accommodate  the  local  traffic  of  the  route  traversed, 
although  a  large  business  is  anticipated  from  the  connexions  hereafter 
to  be  formed. 

It  is  proposed  to  extend  this  road  from  Jacksonville  to  Dalton,  Geor- 
gia, to  connect  with  the  great  line  already  described,  traversing  the 
entire  country,  and  passing  through  northern  Georgia,  eastern  Ten- 
nessee, and  central  and  western  Virginia,  and  to  which  the  above  road 
will  Ibrm  the  soutlicrn  trunk,  and  connect  this  great  line  with  the  Gulf 
of  Mexico. 

The  Alabama  and  Tennessee  railroad  will  also  form  a  link  in  another 
important  chain  of  roads,  extending  from  the  gulf  to  the  great  lakes. 
From  Gunter's  Landing,  its  northern  terminus,  it  will  be  carried  forward 
to  the  Nashville  and  Chattanooga  road  at  Winchester,  by  the  Winchester 
and  Alabama  road,  now  in  progress.  From  Winchester  to  Nashville 
the  Nashville  and  C/iat.tanooga  road  is  now  in  operation.  From  Winches- 
ter two  routes  are  proposed— one  by  way  of  Nashville  and  Louisville, 
a  portion  of  which  is  in  operation,  and  the  balance  amply  provided  for  ; 
and  the  other  by  way  of  McMinnville  and  Sparta,  Tennessee,  and  Dan- 
ville and  Lexington,  Kentucky.  From  Winchester  to  McMinnville  a 
road  is  in  progress,  as  is  one  from  Cincinnati  to  Danville,  on  the  north- 
ern portion  of  the  line.  The  link  unprovided  tor  is  about  250  miles 
long.  The  Tennessee  portion  of  this  is  embraced  in  the  internal  im- 
provement act  of  that  State,  and  vigorous  measures  are  in  progress  to 
secure  the  means  requisite  to  the  work,  both  in  Tennessee  and  Ken- 
tucky. When  these  connecting  lines  shall  be  completed,  the  Alabama 
and  Tennessee  road  will  sustain  the  relation  of  a  common  trunk  to  all. 

The  Alabama  Central  railroad,  commencing  in  the  State  of  Missis- 
sippi, and  extending  to  Selma,  is  the  appropriate  extension,  east,  of  the 
Mississippi  Southern  railroad,  designed  to  traverse  the  State  of  Mississippi 
centrally  from  west  to  east.  This  line  has  been  placed  under  contract 
from  the  State  Une  to  Selma.  It  is  proposed  to  extend  it  still  farther 
eastward,  so  as  to  form  a  connexion  at  Montgomery  with  the  Mont- 
gomery and  West  Point  road.  By  the  completion  of  the  above  work 
and  its  connecting  lines,  a  direct  and  continuous  railroad  would  be 
formed,  extending  from  the  Atlantic  ports  of  Charleston  and  Savannah 
to  the  Mississippi  river  at  Vicksburgh,  and  traversing,  for  a  greater 
portion  of  the  distance,  a  region  of  extraordinary  productiveness.  Its 
importance  as  a  through  line  of  travel  will  be  readily  appreciated  from 
an  examination  of  the  accompanying  map.  The  whole  of  this  great 
line,  with  the  exception  of  the  link  from  Selma  to  Montgomery,  which 
will,  for  the  present,  be  supj)lied  by  the  Alabama  river,  is  in  progress. 

Another  line  of  very  considerable  magnitude  is  the  proposed  road 


ij  i-;| 


290 


ANDREWS*    REPORT    ON 


B    fi 


from  Girard,  a  town  upon  the  Chattahoochee  river,  opposite  ColumbuSt 
to  Mobile,  under  the  title  of  the  Girard  railroad.  A  portion  of  the 
eastern  division  of  this  road  is  under  contract.  Its  whole  length  is 
about  210  miles.  It  traverses,  for  a  considerable  part  of  its  length,  a 
rich  planting  region,  only  sparsely  settled,  for  the  want  of  suitable 
avenues.  This  line  would  form  a  very  important  extension  of  the 
Muscogee  and  the  Georgia  system  of  roads.  Of  its  eventual  construc- 
tion there  can  be  no  doubt,  though  the  means  applicable  to  the  work 
may  not  secure  this  result  immediately.  The  line  occupies  a  very 
important  through  route,  and  the  project  will  be  likely  to  receive  the 
attention  of  other  parties  interested  in  its  extension,  so  soon  as  they 
shall  be  released  Irom  their  present  duties,  by  the  completion  of  the 
works  upon  which  they  are  now  occupied. 

The  Memphis  and  Charleston  railroad,  the  line  of  which  traverses  the 
great  Tennessee  valley  in  Alabama  from  east  to  west,  has  already 
been  briefly  noticed.  It  commences  at  Memphis,  the  most  important 
town  upon  the  Mississippi  between  New  Orleans  and  St.  Louis,  and 

!)assing  through  portions  of  Tennessee,  Mississippi,  and  Alabama, 
brms  a  junction  with  the  Nashville  and  Chattanooga  road  in  the  nortii- 
eastern  portion  of  the  last  named  State.  Its  length  is  281  miles ;  the 
whole  line  is  under  contract.  Its  estimated  cost  is  about  $3,000,000. 
Nearly  the  whole  cost  of  the  road  is  subscribed  in  stock;  and,  as  ample 
means  for  construction  arc  already  provided,  the  work  will  be  urged 
forward  toward  completion  with  all  practicable  dispatch. 

The  above  line  includes  two  of  the  old  railroad  projects  of  1837, 
the  Lagrange  and  the  Ttiscumbia  and  Decatur.  The  former  of  these 
was  abandoned  after  its  line  was  nearly  graded ;  the  latter  was  com- 
pleted with  a  jlal  rail,  and  has  for  late  years  been  worked  by  horses 
as  the  motive-power.  The  original  object  of  the  last  nan.jd  road  was 
to  serve  as  a  portage  around  the  *'  Muscle  Shoals,"  which  in  low  water 
are  a  complete  obstruction  to  the  navigation  of  the  Tennessee  river. 
Both  of  the  above  roads  have  been  merged  in  the  Memphis  and  Charles- 
ton road,  and  are  now  portions  of  it.  and  their  direction  coincides  with 
that  of  the  great  line.  Their  adoption  will  diminish  largely  the  cost  of 
the  latter. 

The  Memphis  and  Charleston  road,  as  part  of  a  great  line  connecting, 
by  a  very  direct  and  favorable  route,  the  leading  southern  Atlantic 
cities,  Charleston  and  Savannah,  with  the  Mississsippi  river,  may  be 
urged  as  of  national  importance,  and  must  become  the  channel  of  a 
large  trade  and  travel.  Its  western  division  will  form  a  convenient 
outlet  to  the  Mississippi  river,  for  that  portion  of  the  Tennessee  val- 
ley ;  and  will  save  the  long  circuit  at  present  made  by  way  of  the 
Tennessee,  Ohio,  and  Mississippi  rivers.  For  the  eastern  part  of  this 
great  valley,  it  will  afford  a  convenient  outlet  to  the  Atlantic  ports.  It 
will,  when  completed,  form  a  part  of  the  shortest  practicable  line  of 
railroad  between  the  Mississippi  and  the  Atlantic — a  fact  in  itself 
suflficient  to  establish  its  claims  to  public  consideration.  For  the  greater 
part  of  its  length  it  traverses  the  "Tennessee  valley,"  one  of  the  most 
fertile  districts  in  the  United  States.  This  road  will  add  largely  to  the 
commercial  importance  of  Charleston  and  Savannah,  by  securing  to 


COLONIAL   AND   LAKE    TRADE. 


291 


W 


umbus, 
of  the 
;ngth  is 
ength,  a 
suitable 
1  of  the 
:on9truc- 
,he  work 

I  a  very 
:eive  the 

as  they 
an  of  the 

verses  the 
is  already 
important 

,ouis,  and 
Alabama, 
the  north- 
miles;  the 
3,000,000. 
I,  as  ample 

II  be  urged 

ts  of  1837, 
er  of  these 
r  was  corn- 
el by  horses 
;d  road  was 
n  low  wfiter 
essee  river. 
and  Charles- 
incides  with 
y  the  cost  of 

p  connectinj^, 
em   Atlantic 
iver,  may  be 
:hannel  of  a 
a  convenient 
ennessee  val- 
way  of  the 
part  of  this 
itic  ports.    It 
ticable  line  ot 
fact  in   itself 
•or  the  greater 
e  of  the  most 
largely  to  the 
ay  securing  to 


them  a  portion  of  a  large  trade  now  drawn  off  to  the  Mississippi  for 
want  of  an  eastern  outlet. 

The  only  considerable  work  in  operation  in  Alabama  is  the  Montgo- 
mery and  WeM  Point  railroad.  This  being  one  of  the  early  projects  of 
the  South,  was  unfortunate  in  its  original  mode  of  construction,  and 
has  conLcquently  been  unproductive  till  within  a  few  years.  Under 
its  present  efficient  management  the  road  has  been  completely  reno- 
vated; and  now  properly  talces  rank  among  the  leading  southern  pro- 
jects. It  traverses  a  fertile  and  productive  region,  and  has  a  large 
local  business.  It  occupies  an  important  position  to  the  great  through 
line  of  travel  between  the  North  and  the  South.  Travellers  from  Mo- 
bile and  New  Orleans  can  reach  Montgomery  by  steamboat,  at  nearly 
all  seasons  of  the  year.  From  that  point  the  line  of  travel  is  carried 
forward  to  the  Boundary  line  of  Georgia,  by  the  above  railroad.  From 
West  Point  to  the  Georgia  roads  the  distance  is  less  than  100  miles ; 
and  this  link  will  shortly  be  supplied  by  the  Atlanta  and  Lagrange 
railroad.  The  route  of  the  Montgomery  and  West  Point  railroad  is 
identical  with  that  of  a  great  line  of  travel,  and  is  already  in  possession 
of  a  large  through  business,  which  will  be  much  increased  by  the  pro- 
gress of  southern  railroads.  It  may  be  here  staled,  that  it  is  proposed 
to  connect  the  last  portion  of  this  road  with  Columbus,  so  as  to  Ibrm  a 
junction  with  the  Muscogee  railrorwl.  Such  an  improvement  would 
constitute  the  Montgomery  and  West  Point  road  the  trunk  of  two  great 
eastern  lines.  It  is  also  propositi  to  extend  a  line  of  railroad  liom 
Montgomery  to  Mobile.  Altlujugh  there  can  be  no  doubt  of  the  ulti- 
mate realization  of  this  last  project,  it  is  not  j^ct  sufficiently  matured  to 
demand  further  notice. 


MISSISSIPPI. 

Population  in  1830,  ]36,G21;  in  1840,  375,651;  in  1850,  600,555. 
Area  in  square  miles,  47,156;  inhabitants  to  square  mile,  12.86. 

The  only  important  work  in  operation  in  Mississippi  is  the  Southern 
railroad,  extending  from  Vicksburg  to  Brandon,  a  distance  of  about 
sixty  miles.  This,  like  the  Montgomery  and  West  Point  railroad,  was 
one  of  the  early  projects  of  ih(;  South,  and  has  experienced  a  similar 
history.  By  the  original  pl.in  it  was  proposed  to  make  this  part  of  a 
line  extending  through  the  States  of  Mississippi  and  Alabama  to  Geor- 
gia, and,  ig  connexion  with  the  roads  of  that  State,  to  the  Atlantic.  As 
was  the  case  with  so  many  southern  roads,  the  scheme  proved  a 
failure.  It  is,  however,  reviving  under  circumstances  tliat  promise 
full  success.  As  already  seen,  a  greater  part  of  the  Alabama  portion 
is  either  completed  or  in  progress;  and  operations  are  about  to  be 
commenced  upon  the  unfinished  Mississippi  section.  When  com- 
pleted, this  line  will  prove  a  work  of  great  public  utility.  There  is 
none  in  the  country  tiir  which  there  is  greater  apparent  necessity. 
The  whole  route  traverses  one  of  the  richest  planting  districts  in  the 
south ;  and  as  the  people  on  its  line  can  readily  furnish  the  necessary 
means,  its  early  construction  is  not  to  be  doubted. 


t; 


Mi 


292 


Andrews'  report  on 


i  ! 


Of  the  proposed  linos  in  this  State  the  most  important  is  the  Nno 
Orleans,  Jackson,  and  Northern,  by  menus  of  which  the  city  of  New  Or- 
leans aims  at  opening  a  communication  with  the  roads  in  progress  in 
the  southern  and  western  States.  The  proposed  northern  terminus  of 
this  great  work  is  Nashville,  the  capital  of  the  State  of  Tennessee.  The 
lengili  of  the  road  will  be  about  five  hundred  miles.  It  is  regarded 
with  especial  favor  by  the  people  of  New  Orleans,  and  is  one  of  the 
great  works  by  whicli  that  city  proposes  to  restore  to  lierself  a  trade 
which  has  in  a  measure  been  lost ;  to  turn  again  the  tide  of  western 
commerce  in  her  favor;  and  to  develop  the  immense  resources  of  an 
extensive  region  of  country,  to  the  commerce  of  which  she  may  justly 
lay  claim.  The  magnitude  of  this  project  is  well  suited  to  the  great- 
ness of  the  objects  sought  to  be  accomplish<xl.  After  a  long  [)eriod 
of  supineness,  the  city  of  New  Orleans  is  at  last  fully  awakened ;  and 
as  an  evidence  of  the  interest  already  excited,  and  an  earnest  of  fu- 
ture efforts,  she  has  subscribed  $2,000,000  to  the  stock  of  the  al)ove 
road,  and  is  adopting  the  most  vigorous  and  effective  njeasures  to  se- 
cure its  early  construction.  With  the  assistance  offered  by  New  Or- 
leans, the  people  on  the  line  of  the  road  can  readily  furnish  the  balance 
necessary  l()r  tlie  work.  It  traverses  a  region  oi" great  wealth  aiul  pro- 
ductiveness, the  inhabitants  of  which  are  alive  to  the  importance  ot  the 
work,  and  stand  ready  to  contribute  lieely  whatever  may  Ix)  required 
of  them.  When  the  great  interest  that  the  city  of  New  Orleans  has  at 
stake  in  the  success  of  the  above  work,  and  tlu;  local  means  that  can 
be  brought  to  Ix^ar  upon  it,  are  considered,  its  early  construction  cannot 
be  doubted.  The  route  is  remarkably  lavorable,  and  the  road  can  be 
built,  t()r  a  greater  part  of  the  distance,  at  the  minimum  cost  of  southern 
roads.  The  line  of  this  road  has  not  been  definitely  located,  but  will 
probably  pursue  a  pretty  direct  course;  by  way  of  Jackson  and  Aber- 
deen, Mississippi,  and  Florence,  Alabama. 

The  next  great  line  in  the  State  is  the  Mississippi  Central,  extending 
from  Canton  in  a  northerly  direction,  and  passing  through  Holly  Springjf 
to  the  State  line  of  Tennessee.  Thence  it  is  propos<Ml  to  extend  it  to 
Jackson,  in  the  latter  State,  there  to  form  a  junction  with  iIm;  Mobile 
and  Ohio  road,  and  the  proposed  line  from  Ijouisville,  Kentucky,  to 
Memphis.  At  Canton  it  wdl  unite  with  a  road  now  in  progress  to 
Jackson,  and,  in  connexion  with  this  short  link,  will  constitute  the 
legitimate  extension,  northward,  of  the  New  Orleans  and  Jackson  line. 
Although  the  work  of  construction  has  iK)t  yet  commenced,  ample 
means  have  already  been  provided  by  the  counties,  and  the  wealthy 
planters  upon  its  line.  The  object  of  the  road  is  to  open  an  outlet  for 
the  rich  cotton  lands  traverst^d  by  it,  which  are  now  deprived  of  all 
suitable  means  of  sending  their  products  to  a  market.  Wlienever  rail- 
roads are  constructed  in  the  south,  they  diminish  so  largely  the  cost  of 
transportation,  and  consequently  increase  the  profits  of  the  planter,  that 
a  necessity  is  imposed  upon  other  districts  to  engage  in  their  construc- 
tion, as  the  means  of  competing  successfully  with  those  in  possession 
of  su(.'h  works. 

The  above  road,  with  its  connecting  links,  will  constitute  an  import- 
ant line  of  through  travel  between  New  Orleans  and  the  northern 
States. 


m 
eu.< 


COLONIAL   AND   LAKK    TBADE. 


293 


the  New 
New  Or- 
ogrcas  i" 
minus  ot 
gee.  The 
rcgiirdetl 
ne  of  the 
f  a  trade 
f  western 
CCS  of  au 
nay  justly 
the  great- 
ling  period 
cned;  and 
icst  of  fu- 
[•  the  above 
iures  to  se- 
,y  New  Or- 
ihe  baUniee 
Itli  ami  |)ro- 
ance  ot  the 
be  re«iuired 
leans  has  at 
ms  that  ean 
ction  cannot 
road  can  be 
t of  southern 
ted,  but  will 
n  and  Aber- 

il,  extending 
lolly  Spring* 
1  extend  it  to 
h  tlM^  Mobile 
Kentucky,  to 
1  progress  to 
constitute  the 
Jackson  line, 
enced,  ample 
J  the  wealthy 
n  %n  outlet  for 
lepnved  ot  aU 
Vlieivever  rail- 
ely  the  cost  ot 
le  pkinter,  that 
their  construc- 
e  in  possession 

tute  an  import- 
l  the   northern 


Another  road  of  considerable  importance  is  proposed  through  the 
northern  part  of  the  State,  commencing  at  Memphis,  Tennessee,  and 
passing  through  Holly  Springs  and  the  northern  tier  of  counties  to  the 
xetmesscie  river.  One  of  its  leading  objects  is  the  accommodation  of 
a  V(>ry  rich  and  productive  planting  district.  The  line  of  the  Memphis 
find  C'ha.rlestm  road  will  also  traverse  a  small  portion  of  the  northeast- 
ern corner  of  the  ^ate. 


LOUISIANA. 

Population  in  1830,  210,739;  in  1840,  352,411 ;  in  1850,  517,739. 
Area  in  square  miles,  40,431 ;  inhabitants  to  sipiare  mile,  11.15. 

Tlie  Stati!  of  Louisiana,  having  in  the  Missis.-^ippi  river  a  convenient 
■fiianncl  not  only  ti)r  the  trade  and  travel  of  its  own  people,  but  tor 
opening  to  tlu-m  tlie  interior  eonnneree  of  tiie  country,  "iis  neither  at- 
tempted nor  aecomplishe'd  much  in  works  of  artificial  improvement. 
Bel(M-e  railroads  were  brought  into  use,  the  river  atl()rded  the  best 
known  mode  of  transportation,  both  for  persons  and  property,  and  long 
habit  had  produced  a  conviction  that  it  couhl  not  be  superseded  by 
any  other  channels  or  routes  of  commerce.  No  representations  could 
awaken  the  people  of  New  Orleans  to  a  sense  of  the  importance  of  fol- 
lowing the  example  of  other  cities,  and  of  strengthening  their  natural 
position,  by  artificial  works,  till  a  tliminished  trade — the  result  of  the 
works  of  rival  connnunities — rendered  the  necessity  of  undertaking 
similar  improvements  too  apparent  to  be  h>nger  delayed.  Although  tlie 
projects  of  the  northern  and  eastern  States,  by  whicli  they  sought  to 
reach  the  trade  of  the  Mississippi  basin,  had  been  only  partially  ac- 
complished, yd  the  influence  which  they  exerted,  even  in  their  infancy, 
in  diverting  the  commerce  of  that  great  valley  tiom  its  luitural  and  ac- 
customed channels,  has  been  so  marked  and  decided,  that,  lor  a  few 
years  past,  the  trade  between  New  (^rleiuis  and  the  distant  portions  of 
"the  great  valley  has  diminished — at  least  has  not  incre;ised — notwith- 
standing the  rapid  increase  of  the  W(!3t  in  population  and  production. 
Such  a  fact  was  too  startling  not  to  arouse  the  whole  community  to  a 
sense  of  the  necessity  of  taking  the  proper  steps  to  avert  a  calamity 
threatening  the  h)ss  of  their  trade  and  commercial  importance  ;  and  the 
people  of  New  Orleans  are  now  taking  the  most  efheient  measures  to 
repair  the  cons(M[uences  of  their  neglect,  and  are  busily  engaged  in  the 
prosecution  of  two  ^rcat  works,  by  means  of  which  they  propose  to 
reestablish  and  retaui  the  hold  they  once  had  upon  the  trade  of  the 
Mississippi  valley. 

The  leading  pnyect  now  engaging  the  attention  of  the  people  of  Loui- 
siana, and  particularly  those  of  New  Orlemis,  is  the  AVw  Orkans  and 
NashviUe  railroad,  by  constructing  which  they  propose  to  connect  them- 
selves not  only  directly  with  a  region  of  country  capable  of  supplying 
the  largest  amount  of  trade,  but  with  the  numerous  railroads  now  in 
progress  in  the  south  and  west.  The  length  of  this  road  will  not  be 
iiir  from  500  miles.     It  will  traverse,  as  is  well  known,  a  very  fertile 


r 


:!>  ,' 


m 


i  ■■! 


^:i 


■i-  i 


J  1 


294 


ANDREWS     REPORT  ON 


and  productive  region,  and  at  its  northern  terminus  will  be  brought 
into  comniunicntion  by  railroad  with  every  portion  of  the  country.  It 
is  believed  that  this  road  will  exert  a  strong  counteracting  inlluence  to 
the  efforts  now  made  to  draw  off  the  trade  ol'  the  Mississippi  valley  to- 
ward other  cities.  The  whole  line  is  now  under  survey,  and  will  be 
placed  under  contract  as  soon  as  practicable,  when  the  work  of  con- 
struction will  be  urged  forward  with  the  greatest  possible  dispatch. 

Tiie  other  leading  project,  dividing  the  attention  of  the  State  with 
that  described,  is  the  jVtw  Orleans  and  Opclousas  railroad.  The  object 
of  this  road  is  to  accommodate  the  trade  and  travel  of  the  country 
traversed,  and  eventually  to  fi>rm  the  trunk  of  two  other  great  lines  ; 
one  extending  into  Texas,  with  the  expectation  that  it  will  eventually 
bo  carried  across  the  continent  to  the  Pacific ;  and  the  other  in  a 
northerly  direction,  through  Arkansas,  to  St.  Louis.  These  extensionsr 
however,  form  no  part  of  the  present  project,  which  is  limited  to  the 
territorj'  of  the  State. 

Tiic  route  of  this  road  traverses  the  groat  sugar-producing  district  of 
Louisiana,  from  which  transportation  to  a  market,  on  account  of  the 
impossibility  of  tnmstructing  gocKl  earlli-roads,  involves  a  heavy  ex- 
pense and  great  delay.  For  the  immense  products  of  this  portion  of 
the  Stale,  the  road  will  constitute  a  suitable  outlet  in  the  convenient 
direction  of  trade.  The  work  of  construction  will  be  commenced  im- 
mediately, as  ample  means  are  prepared  tor  this  purpose. 

The  above  are  the  two  leading  works  of  the  Slate,  and  alone  require 
particular  description.  Most  of  the  projects  that  will  be  constructed 
within  the  vStatc,  l()r  some  years  to  come,  will  probably  be  based  upon 
the  above  lines. 

The  influence  which  railroads  are  calculated  to  exert  upon  the  com- 
merce, and  in  this  manner  upon  the  public  sentiment  of  a  community, 
has  be(!n  remarkably  illustrated  in  the  present  condition  of  the  trade  of 
New  Orleans ;  and  in  the  extraordinary  revolution  which  a  conviction 
of  the  necessity  of  these  works,  as  a  means  of  n).'iintaining  their  pros- 
perity and  commerce,  has  effected  in  the  politcal  organization  of  that 
city  and  the  State.  So  long  as  commerce  was  confined  entirely  to 
natural  channels.  New  Orleans  occupied  a  position  jxjsscssing  greater 
advantages  than  any  other  city  on  this  continent.  She  held  the  key  to 
the  commerce  of  its  hirgest  and  most  productive  Ixisin,  watered  by 
rivers  which  aff)rd  50,001)  miles  of  inland  navigation.  This  basin  is 
now  the  principal  producing  region  of  those  articles  which  fijrm  the 
basis  of  our  foreign  and  donrtestic  commerce. 

Tiie  ability,  therefore,  to  monopolize  this  trade,  will  Ik;  the  test  of 
commercial  supremacy  among  numerous  competitors.  Before  the  con- 
struction of  artificial  cnannels,  NewOrh^ans  enjoyed  anaiural  monopoly 
of  the  trade  of  the  Mississippi  valley.  But  it  has  already  been  demon- 
strated that  in  the  United  States  natur<il  channels  of  commerce  Jire 
insufliciently  matched  against  those  of  an  artificial  character.  The 
progress  of  the  latter  has  already  madi;  serious  inroads  upon  a  trade, 
to  which  the  merchants  of  New  Orleans  f()rmerly  supposi'd  they  had 
a  prescriptive  right.  There  can  be  no  doubt  that  this  trade  is  to  bo 
turned  toward  the  eastern  cities,  unless  it  can  be  restored  to  its  old 
routes  by  the  construction  of  channels  better  suited  to  its  wants  ihau 


COLONIAL   AND   LAKE    TRADE. 


295 


brought 
try.  It 
leiicc  ti> 
lUcy  to- 

will  be 

of  con- 

atch. 

jito  with 

ic  object 

!  country 

at  lines  ; 

lv(>ntuully 

llicr  in  a 

strnsinnSt 

letl  to  the 

district  of 
unt  of  the 
heavy  ex- 
portion  of 
:onvenient 
lenced  im- 

)nc  require 
lonstructed 
>ased  upon 

m  the  corn- 
community, 
the  trade  of 
1  conviction 

tiieir  pros- 
tion  ol'  tliat 

entirely  to 
sing  greater 
d  the  key  to 
watered  by 
his  basin  is 
ich  ll)rm  the 

<>  the  test  of 
tore  the  con- 
■al  monopoly 
been  dcmon- 
)mmercc  sire 
racter.     The 
upon  a  trade, 
sed  they  had 
trade  is  to  bo 
.red  to  its  old 
is  wants  thaa 


the  Mississippi  river  and  its  tributaries.  As  already  stated,  the  people 
neither  of  New  Orleans,  nor  of  the  State,  could  b(!  induced  to  act  till 
the  danger  to  be  averted  became  innninent.  But  us,  in  the  southern 
States,  works  of  the  miignitude  proposed  cannot  be  executed  by  private 
enterprise,  it  was  found,  so  liir  as  Louisiana  was  cfmcerned,  that  neither 
the  credit  of  the  State,  nor  that  of  the  city  of  New  Orleans,  could  be 
made  availid)le  to  the  works  proposed;  that  of  the  State  from  a  consti- 
tution-d  inhibition,  and  that  ol  the  city  because  it  had  already  been  dis- 
honored. Under  these  circumstances,  it  was  felt  that  the  lirst  step  to 
be  taken  was  to  remove  the  disability  on  the  part  of  the  State,  and  to 
restore;  the  credit  of  the  city  to  a  ])oint  at  which  it  could  be  made  avail- 
able l()r  the  carrying  out  of  plans  designated  to  promote  its  growth  and 
prosperity.  Both  objects  have  already  been  accomplished.  The  con- 
stitution of  the  State  has  been  remodelled,  so  as  to  permit  extension  of 
aid  to  railroad  projects.  A  much  great»'r  change  has  been  ettected,  as 
far  as  N(!W  ()rli;an.s  itself  is  concerned.  Up  to  a  recent  period  that  city 
was  divided  into  three  municiiHtUtlcn,  each  having  a  distinct  political 
organization.  Each  of  these  municipalities  luul  contracted  large  (lel)ls, 
the  [)ayment  of  which  had  Inien  dishonored.  Their  credits,  of  course, 
could  not  be  made  available  f()r  any  works  of  improvement.  It  was 
seen  that  tlu;  proper  and  only  course  l()r  the  accomplishment  of  the 
results  aimed  at,  was  to  consojidate  the  diilerent  organizations  into  one 
body,  and  pay  olF  old  liabilities  by  new  lo;ms  resting  upon  the  credit 
of  the  irhuli-  city.  All  this  has  been  eflected.  The  result  has  been 
magical.  The  credit  of  the  city  has  been  completely  restored.  The 
new  loan,  to  pay  off  outstanding  liabilities,  conmiiuuled  a  handsome 
premium,  and  tlu;  city  is  now  in  a  position  to  extend  elKcient  aid  to  her 
pro|X)se(l  works.  As  the  loss  of  her  business  and  her  cre<lit  could  be 
directly  traced  to  the  indifK;rence  with  which  she  regarded  all  works 
of  internal  improvement,  slu;  proposes  to  restore  both  by  calling  to  her 
assistance  all  the  ageneii's  supplied  by  modern  science  in  aid  of  human 
cflorts  and  iti  the  creation  ol'  wealth. 

Ill  addition  to  the  recent  loan  of  $2,000,000  referred  to,  the  city  has 
voted  !$2,0(l(),000  in  aid  of  the  New  Orleans  and  Nashville,  and  $1,500,- 
000  to  the  New  Orleans  and  Opelousas  roads.  These  sums  will  proba- 
bly be  increasetl,  should  it  be  tc)und  necessary  to  tiie  accomplishment 
of  their  (objects.  Both  works  are  to  be  pushed  forward  with  all  the 
dispate-h  called  l()r  by  the  exigiMicies  demanding  their  construction. 

There  are  two  or  three  short  roads  in  operation  in  this  State,  of  a 
local  character,  and  other  lines  ar(^  jjrojecled ;  but  they  are  not  suffi- 
ciently ruatmed  to  call  for  particular  notice  in  this  report. 


TEXAS. 


Population  in  1850,  212,592.  Area  in  s^iuare  miles,  237,321 ;  in- 
habitants to  square  mile,  0.89. 

The  State  of  Texas  has  lx>en  too  recently  settled  to  allow  time  for 
the  construction  of  extensive  lines  of  railroc'id.  It  must,  however,  soon 
become  an  active  theatre  for  the  progress  of  these  works,  which  are 


■)i 


hi 


1 


I       4, 


i 


Qoe 


ANDHEWS'    REPORT   ON 


1 


not  only  very  much  nrrdrd,  hut  fr)r  which  the  fopo^Tiiphicnl  (I'aturr* 
of  the  Stfitc  arc  fiivorahh".  The  surface  of  llie  ^'leatcr  part  of  it  con- 
sists of  level,  ()j>eti  prairies,  which  eati  he  prepared  |I»r  ihe  sii|M'r«truc- 
lure  of  railroads  at  a  sli^dit  expense.  The  soil  isof  ^Mcat  li-rtilify,  capa- 
ble of  produein;Lr  lar^'c  (|i.aniities  of  sugar  and  cotton,  which  must  ulti- 
innlely  he  forwarded  over  railroads  to  market,  from  tin*  alweoce  of 
navigahle  rivers. 

The  most  prominent  projec^ts,  at  the  present  time,  occupying  the  atten- 
tion «)ftlie  people  of  this  f^tate,  are  the  propose<l  road  liom  (lalvestonto 
the  Rvd  river,  anrl  the  exti'iision  westward  of  the  New  Oiirtimtnul  (fjHi' 
lousas  railroad.  The  line  of  the  |I)rmer  of  these  extends  liom  (iaivesloil 
in  a  generally  northern  direct  ion,  JM'twecn  the  lirazos  and  Trinity  rivers, 
to  the  Red  river,  which  fi>rms  tla;  northern  honndary  of  the  Slate.  It 
V  II  he  about  f()ur  hundri'd  iTiiles  long.  Through  its  whole  length  i. 
tr;iverses  a  li'rlile  region,  well  adapted  U)  tlu;  culture  of  cr)tl(in.  Till* 
lorlion  of  Texas  is  entirely  wanting  in  any  natiu'al  ontlet  tor  its  p?  .«hicu. 
It  already  contains  a  large  and  thriving  population,  capab.e  of  :!i|'ply- 
ing  a  lucrative  irallic  to  a  road.  'I'owards  this  prnje(\  i^k  i-i hO  ha» 
made  a  grant  of  lands  ecpial  lo  -OjOOO  aeres  per  mile  ol  nxid,  and  will, 
if  necessary,  extend  farther  aid.  These  lands  nr(  a  gratuity  Ut  the 
company  coiistruetiiig  the  road.  Measures  are  now  in  progress  which 
will  probably  result  in  placing  llu;  wlM)le  oi"  this  impoii;mt  work  luider 
contract.  When  conijjleted  it  will  prov<'  of  great  benefit  to  the  jx.'oplo 
upon  its  route,  and  to  northern  Texas;  will  aild  a  large  area  to  the 
ovdilahlc  cotlon-prodiieing  district  «)f  the  South,  and  will  grnitly  iiHTcase 
the  commercial  importance  of  Galveston,  the  juincipal  stN'iport  of  the 
Slate. 

The  other  work  rtlerrr-d  to  traverses  tin'  State  from  east  lo  west, 
connei'ting  at  its  cistern  lerminus  with  the  }svw  Orlrans  and  Oini<>usa» 
road.  The  above  is  projK)se{l,  not  only  as  an  outlet  l!»r  tin;  trjide  and 
commerce  of  the  central  portion  of  the  State,  but  as  part  of  a  great  line 
of  railroad  connecting  the  (julf  of  Mexico  with  the  I'acific.  It  is 
claimed  that  through  Texas  is  to  be  l()und  the  appropriate  line  t()r  such 
a  work.  Shonld  such  prove  to  be  the  fact,  the  proposed  line;  will  coin- 
cide with  the  mate  of  the  mttional  road,  as  far  as  tln'  lerritorA- of 'i'exas 
is  concerned,  .\part,  howev(»r,  from  all  considerations  of  its  becoming 
a  portion  of  lh(.'  Pacific  project,  the  ncce- -ity  li)r  a  railroad  traversing 
the  State  from  east  t"  west  is  so  urgei.  ,  \\v  ilr  speedy  construction 
may  Ih;  considered  certain. 

No  State  in  the  (Inion  is  making  mr:-  ■  ^  id  |>rogrPss  man  Texas, 
and  the  lapse  of  time  will  surely  bring  with  it  all  the  imi)rovementswe 
find  in  older  States.  The  value  of  such  works  is  fully  aj)j)reciated, 
and  tljcre  is  every  disposition  to  encourage  their  construction  by  liberal 
^:"  Us  r.f  land,  (/f  which  the  State  holds  vast  bodies.  The  oidy  re- 
.•-iaiuir.'  work  '  \  progress  in  the  State  is  the  Bujjalo,  Bdijou,  Brazos, 
oftd  Colorado  .'oad,  extending  from  Ilarrisburg,  on  Buflido  bayou,  lo  the 
Br  i  cos  river,  .\  distance  of  thirty-two  miles.  The  object  of  this  road 
is  to  divert  the  trade  of  that  river  lo  Galveston  bay.  This  trade  has 
already  become  important,  and  the  above  work  will  open  lor  it  an  out- 
let in  a  convenient  direction  to  the  principal  seaport  of  the  State. 

There  are  numerous  other  projects  engaging  the  attention  of  the  peo- 


H 


iiturr* 
I  ron- 
siruc- 

Ai  ulti- 
!if:e  of 

attcn- 

ston  to 

/  (/;;«- 

V«'Ht()U 

rivers, 
tc.     It 

ngtli  "l 

T  !.,,-> 

xllU  I.-. 

Mivply- 

11(1  will, 
V  to  liic 
s  wliicli 
k  under 
>  |M;oplc 
a  to  tlie 
iiK-reiiftc 
rt  of  tlie 

to  west, 

Op(loHltU» 

rade  ami 
i»reat  liiie 
ic.  It  is 
«  tor  sueli 
will  eoiii- 
ot  Texas 
|)ee()ir»ing 
raver»iiig 
ijslruclion 

in  Tf'xns, 
•mentswe 
preciuled, 
by  liberal 
c  only  re- 
tf,  Braznsy 
y(jvi,  to  tiie 

this  road 
1  trade  has 

it  an  oul- 
;ate. 
jf  the  peo- 


COLONIAL   AND    LARB    TIIADE. 


207 


pie  in  varioilM  portions  of  tlie  Stiite;  bnt  tlirre  lire  none,  exerpf  those 
(ieserihed,  of  wL  >  h  llu^  direclidn  find  objects  are  .snfheietiily  de- 
fined, to  fiill  within  the  aeopc!  of  this  notice.  When  tlir;  ^rent  area  of 
Tex.-is,  llie  DivoniMe  clrir;ieter  of  its  territory  l(»r  the  eoii-<tnicti.>n  «)f 
railroads,  its  resoii  s  nnrl  iln  ^'one  fxipnhition  it  will  -;oon  eMiti.jiu, 
are  tiiken  into  coiis^iderjilion,  tliere  (an  oe  no  donl)t  tli.it  it  will,  t're 
lonjr,  become  iin    '-live  iIk  aur  of  riiilroiid  ent(>rjMise  and  snctvii*. 

In  Jiddiiion  to  tli(»se  named,  tli(  following  projects  are  attracting 
more  or  less  fitlention  tlwuglioiit  the  8tat<',  viz: 

1.  The  Tiritx  Western  rnilrond,  to  run  from  Corpus  Lhristi  to  such 
points  on  the  Itio  Grande  ns  may  be  dt«eined  exjHjdient,  in  the  direction 
of  Kl  Piiso. 

2.  The  (inliiul  and  Aronittis  ftotj  railroad. 

3.  The  Lifi'iira  railroad,  to  run  up  (Juadahipc  vnllev. 

4.  Tin'  San  Atitnnio  and  Miirintn   (iiilf  LulnMd,  i(»  run  from   somif* 
]>tint  on  th(!  coast  betw(;cn  (lalve.ston  and  I'mpus  Christi  to  San  Au 
tonio. 

/>.  'Che  linizdH  and  Colorado  railrfnid,  fn im  Aostin  to  ('!rdve>«|(  n  l)ay. 
0.  The  Ilrnihrson  and  lh/r/,i'i/lr  road,  rnari  Uuikville  to  Hende  son. 

7.  'i'lie   Virl(sliiir^  and  Ausl'in  Citij  road. 

8.  The  Vickshiirg  and  Kl  Paso  road  in  about  22°  latitude. 


ARKANSAS. 

PopuIali(.n  in  1830,  (Ten itory,)  30,-388;  in  1 -10,  07,r>7 1 ;  in  1850, 
200. (J3J),  Area  in  s(|uare  miles,  52,108;  inhabi'iints  to  sipiare  mile, 
4.01. 

This  State  has  heretoli)rc  been  regarded  as  too  r- mote,  and  too  ijjiuly 
settled,  to  become!  the  theatre  of  railroad  ent(>rj)rises.  A  mimber  of 
important  pnjjects,  however,  are  now  attracting  i,'r(vit  attention  and 
interest  am(»ng  her  people.  The  leading  of  thcM'  an*  the  proposed 
road  from  Litih^  Rock  to  the  Mississippi  river,  opp'-^ite  Memphis,  with 
a  branch  to  II(>l(<na;  a  road  from  Little  Rock  to  Shreveport,  on  Red 
river  ;  and  the  line  running  from  St.  Lonis  to  New  <  »rle;ms.  The  pro- 
j,eets  are  rapidly  assuming  a  definite  shape.  Tin  want  of  a  dense 
population,  and  conseriuently  of  means  l()r  the  execetion  of  enterprises 
of  magnitude,  may,  f()r  the  present,  delay  the  const  action  of  roads  in 
this  Slate  ;  but,  as  in  other  western  Slates,  they  will  tidlow  close  upon 
Uie  wants  and  the  abihty  of  the  people  of  Arkansas  m  construct  them. 


TENNESSEE. 

Population  in  1830,  G81,904;  in  1840,  829,210;  in  1850,  1,002,625. 
Area  in  s(juare  miles,  45,000;  inhabitants  to  square  mile,  21.08. 

The  remarks  by  which  the  notice  of  the  Kentucky  improvements  is 
pretiieed  are  appropriate  to  those  of  Tennessee.  The  early  projects 
of  this   State  were  equally  unfortunate ;  they  shared  a  similar  fate, 


Pi 


u  ii 


i 


U     \ 


238 


ANDREWS     REPORT   ON 


and  produced  th(  same  results,  so  far  as  the  public  mind  was  con- 
cerned. It  required  the  same  efforts  to  restore  to  the  people  of  the 
State  confidence  in  their  ability  to  execute  these  works,  and  arouse  ihc 
public  mind  to  a  sense  of  their  value.  Tiiis  object  has  been  fully  ac- 
comphshed.  An  elaborate  system  has  been  devised,  adapted  to  the 
wants  of  every  portion  of  its  territory,  and  toward  the  construction  of 
it  the  State  guaranties  a  credit  to  the  amount  of  $8,000  per  mile, 
for  the  purchase  of  iron  and  equipment,  upon  the  condition  that  the 
companies  prepare  the  road-beds,  and  defray  all  otlier  ciiarges  of 
construction.  The  State  retains  a  lien  upon  the  whole  pro[)erty,  as 
security  liu-  the  amount  advanced.  The  companies  embraced  in  the 
internal  improvement  act  are  the  following:  The  Chattanooga  and 
Charleston,  the  Nashville  and  Northwestern,  the  Louisville  and  Nash- 
ville, the  Southwestern,  the  McMinnville  and  Manchester,  the  Memphis 
and  Charleston,  the  Nashville  and  Southern,  the  Mobile  and  Ohio,  the 
Nasiiville  and  Memphis,  the  Nashville  and  Cincinnati,  the  East  Ten- 
nessee and  Virginia,  the  Memphis,  Claikriville,  and  Louisville,  and  the 
Winchester  and  Alabama  railroads — making,  in  the  aggregate,  about 
1,000  miles  of  line.  This  act  is  believed  to  be  judicious  on  the  part  of 
the  State,  as  it  will  secure  the  construction  of  most  of  the  projects 
coming  within  its  provisions,  without  the*  risk  of  loss.  By  tlui  use  of 
the  credit  of  the  State,  railroad  companies  will  be  enabled  to  save  a 
large  sutn  in  discounts  and  commissions,  which  other  roads  are  com- 
pelled to  pay,  upon  the  sale  oftluir  own  securities. 

The  most  prominent  road  in  the  State,  at  the  present  time,  is  the 
Nashville  and  Chattanooga  railroad,  conne(;ting  the  above  ])liices  by  a 
line  of  151  miles.  Chattanooga  is  already  conn(X'ted  hy  railroad  with 
the  cities  (jf  Charleston  and  Savannah.  About  100  miles  ol'the  above 
road  ore  completed,  and  it  is  (expected  that  by  the  first  of  January  next 
the  Tennessee  river  will  be  reached,  and  that  the  whole  line  will  be 
completed  in  a  few  months  after  that  event. 

Tlie  above  road  is  tiie  ajipropriate  extension  of  the  Georgia  and  South 
Carohna  lines  into  the  Mississippi  valley,  to  which  it  opens  an  outlet 
on  tlic  southern  Atlantic  coast.  For  tiie  want  of  other  lines  of  coin- 
munieation,  the  Mississippi  river  and  its  branches  have  been  the  outlet 
of  the  trad(!  of  Tennessee.  Tlie  completion  of  the  roads  now  in  pro- 
gress will  liberate  this  trade  from  the  long  circuit  it  has  been  compelled 
to  t;ike,  by  way  of  the  Cumberland  and  Tennessee  rivers,  to  market, 
and  bring  it  in  din^ct  communication  with  its  best  customers,  the  e(jllon 
producing  portions  of  the  southern  States. 

The  road  is  important,  not  only  lijr  the  reasons  stated,  but  as  a  con- 
necting link  between  two  great  systems  of  railroad  occupying  the 
northern  and  southern  States.  At  Chntt.'uiooga  and  Winchester  this 
road  will  connect  with  the  railroads  of  Charleston,  (Jeorgia,  and  Ala- 
bama. Its  norihern  terminus,  Nashville,  is  the  radiating  point  oi'  a 
number  of  important  roads,  nil  of  wl)icli  will  soon  b(!  in  j)rogress,  ex- 
tending towards  Cincinnati,  Louisville,  Evunsville,  and  the  Mississij 


ippi 


river. 


This  road  has  communicated  a  new  impulse ;  and,  in  fact,  it  may  l>e 


put 


said  to  have  given  birth  to  most  of  the  important  projects  in  progress 
in  the  central  portion  of  the  State.     It  constitutes  the  channel  of  com- 


COLONIAL  AND   LAKE    TRADE. 


299 


s  con- 
of  ihe 
use  ilic 
lly  ac- 
to  the 
:tion  of 
•  mile, 
lat  the 

lg(^S   of 

Mty,  as 

ill  the 

ga  and 

'  Nash- 

'iiiphis 

lio,  the 

6t  Tt'Il- 

aiul  the 
c,  about 
'.  part  of 

projects 
c  use  of 
)  savo  a 
I  re  corn- 


I 


munication  with  other  roads,  and  supplies  them  with  necessary  outlets 
and  connexions ;  without  wliich  there  would  be  no  sufficient  induce- 
ment to  warrant  their  construction.  It  has  been  prosecuted  with  vigor 
and  energy,  and  its  affairs  have  been  managed  with  an  ability  that  lias 
contributed  not  a  little  to  raise  the  confidence  of  the  southern  people  in 
their  capacity  to  undertake  and  prosecute  successfully  railroad  enter- 
prises. 

Railroads  in  East  Tennessee. — The  eastern  portion  of  the  State  of 
Tennessee  has  no  geographical  connexion  witn  the  rest  of  the  State, 
and  its  railroad  projects  make  up  no  part  of  the  general  system.  The 
most  important  of  these  projects  arc  the  East  Tennessee  and  Georgia, 
and  East  Tennessee  and  Virginia  roads.  Together  they  traverse  the 
entire  State  from  north  to  south,  by  a  line  of  about  240  miles,  of  which 
15  miles  lie  within  the  State  of  Georgia. 

East  Tennessee  and  Georgia  llailroad. — This  road  commences  at 
Dalton,  and  is  completed  to  Loudon,  on  the  Tennessee  river,  a  distance 
of  80  miles.  It  is  in  progress  to  Knoxville,  its  northern  terminus,  a 
farliier  distance  of  30  miles,  making  the  whole  length  of  its  line  110 
miles.  This  was  one  of  the  early  projects  of  tlie  South,  under  the  title 
of  tiie  Hiwasscc  railroad,  wiiicii  broke  down  after  the  expenditure  upon 
it  of  a  large  sum.  A  few  years  since  it  was  recommenced  under 
new  auspices,  and  lias  been  carried  Itjrward  successfully  to  its  present 
termination. 

East  Tennessee  and  Virginia  llailroad. — The  line  of  this  project  com- 
mences at  Knoxville,  where  it  will  form  a  junction  with  ilie  road  above 
described,  and  extend  in  a  northeasterly  course  to  the  Virginia  State 
line,  a  distance  of  130  miles.  Here  it  will  meet  the  Virginia  and  Ten- 
nessee railroad.  The  entire  line  of  the  former  is  under  contract,  to  be 
ready  ior  the  iron  as  soon  as  the  connecting  roads  shall  be  opened. 
The  line  of  the  East  Tennessee  and  Virginia  road  could  not  be  brought 
into  profitable  use,  and  would,  in  iiict,  hardly  be  accessible  without  the 
opening  of  the  connecting  roads  above  referred  to.  In  addition  to  the 
general  provisions  of  the  State,  in  aid  of  railroads,  tlie  sum  of  S300,000 
was  granted  to  this  road  fijr  tiie  purpose  of  building  several  expensive 
bridg(?s.  It  is  believed  that  the  work  will  be  completed  within  three 
years  iiom  the  present  date. 

The  above  roads  traverse  a  very  fertile,  but  (comparatively  secluded 
portion  of  the  country.  In  addition  to  its  agricultural  resources,  it  is 
rich  in  the  most  valuabk;  minerals.  Its  great  distance  from  market  has 
proved  a  serious  obstacle  to  its  prosperity;  but,  with  the  avenues  which 
the  above;  roads  will  supply,  it  must  soon  IxH'ome  one  of  the  Hourishing 
portions  of  the  country,  and  the  seat  of  a  large  manufacturing,  as  well 
as  an  agricultural  interest. 

'JMie  above  roads  derive  their  chief  public  consideration  from  their  con- 
nexion with  the  great  national  line  which  has  been  already  described, 
and  of  which  they  ff)rm  an  important  link.  This  great  line  will  tbrra 
the  shortest  and  most  direct  route  between  Mobile  and  New  Orleans, 
anil  the  North ;  and  must  consequently  become  one  of  the  most  im- 
portant routes  of  travel  in  the  whole  country.  The  lower  pmt  of  this 
line  will  undoubtedly  be  connected  with  Chattanooga  by  a  short  branch, 
giving  connexion  with  tlie  roads  intersecting  at  that  point. 


ill- 


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,  ! 


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i. 


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f 


KMfHnKKaEBEca'A, 


I 


■■t 


300 


ANDREWS     REPORT   ON 


The  Tennessee  find  Alabama  road  is  a  work  of  much  consequence, 
as  it  will  be  connected  with  the  Nashville  and  Chattanooga  road  at 
Winchester,  with  the  Memphis  and  Charleston  at  Huntsvillo,  and  with 
the  Alabama  and  Tennessee  at  Gunter's  Landing.  From  Winchester 
to  Huntsville  the  distance  is  about  46  miles.  For  this  distance  the 
whole  line  is  under  contract,  and  well  advanced  towards  completion. 

From  Winchester  a  road  is  also  in  progress  to  McMinnville,  a  distance 
of  about  35  miles.  From  this  point  it  is  proposed  to  extend  a  railroad 
northerly,  through  Central  Tennessee,  by  wa}"^  of  Sparta,  lor  the  pur- 
pose of  forming  a  junction  with  the  southern  extension  of  the  Lexing- 
ton and  Danville  railroad  by  way  of  Burkesvillo,  Kentucky.  This  is  a 
project  entitled  to  State  aid.  It  will  be  seen  that,  with  its  connexions, 
It  would  form  a  direct  route  for  a  railroad  bdween  the  northern  and 
southern  States. 

Another  proposed  line,  radiating  from  Nashville,  is  the  Nashville  and 
Northwestern  railroad,  extending  from  that  city  to  the  Mississippi  river, 
near  the  northwestern  angle  ot',  the  State.  This  project  also  is  entitled 
to  State  aid,  and  is  regnrded  as  essential  to  the  system  whicii  Tc  niiessee 
has  proposed  for  herself.  Its  line  traverses  an  excellent  region  of  country, 
and  would  furnish  an  outlet  for  it  in  the  direction  either  of  Nashville  or 
of  the  Mississippi  river.  The  portion  of  this  line  towards  Nashville 
is  an  expensive  one ;  and  this  fact  may,  ior  the  present,  delay  the  com- 
mencement of  the  work. 

The  internal  improvement  act  of  the  State  contemplates  the  con- 
struction of  (hrce  roads  extending  Irom  Nashville  in  southern  and  south- 
western directions — the  Nashville  and  Southern,  the  Nashville  and 
Southwestern,  and  the  Nashville  and  Memphis  roads.  Of  these  the 
first-named  has  made  the  most  progress,  its  route  being  under  survey 
prej)aratory  to  placing  it  under  contract.  It  is  intended  to  make  this 
road  a  portion  of  the  New  Orleans  and  Nashville  line.  Its  line  tra- 
verses one  of  the  best  portions  of  the  State,  able  to  supply  abundant 
means  for  the  work,  and  its  construction  may  be  regarded  as  beyond 
any  reasonable  doubt. 

The  Niishville  and  Southwesteiu  road  will  probably  extend  from 
Nashville  to  the  bend  of  the  Teiniessee  river.  P^or  a  portion  of"  the 
distance,  this  and  the  Nashville  and  Southern  may  be  united  in  one 
trunk  line.  At  the  Tennessee  river  the  above  road  will  form  a  junction 
with  the  Mobile  rind  Ohio  road,  and,  through  this,  with  the  Memphis 
and  Charleston  roiid.  By  means  of  these  conn(^xions  continuous  lines 
of  railroad  will  be  formed,  uniting  Nashville  with  Memphis,  New  Or- 
leans, and  Mobile. 

The  Nashville  and  Memphis  road  will  tnke  a  more  westerly  direc- 
tion than  either  of  the  two  last  named.  Its  obj.'ct,  in  addition,  to  the 
accommodation  of  the  local  traffic  upon  its  route,  is  to  open  the  shortest 
practicable  communication  between  the  capital  of  the  State  and  its 
principal  commercial  town.  The  construction  of  this  road  is  believed 
to  be  demanded  on  the  considerations  ahove  stated.  Its  proposed  line 
traverses  a  very  excellent  section,  capahle  of  affording  a  large  trade ; 
and  the  city  of  Memphis  must  always  remain  the  entrepot  of  a  large 
portion  of  the  merchandise  imported  into  the  State,  and  the  point  to 


COLONIAL   AND  LAKE   TRADE. 


301 


ice, 
at 
vith 
ster 
the 
n. 


■which  must  be  forwarded  a  large  amount  of  its  surplus  products  de- 
signed for  exportation. 

The  Nashville  and  Louisville  road  is  a  very  important  work,  and 
will  be  more  particularly  described  with  the  roads  of  the  State  of 
Kentucky,  a  comparatively  small  portion  only  of  the  line  of  this  road 
being  in  Tennessee.  For  this  project  sufficient  means  for  construction 
have  been  provided,  and  the  work  is  to  be  immediately  placed  under 
contract. 

The  line  of  the  Mobile  and  Ohio  railroad  traverses  Western  Ten- 
nessee from  north  to  south,  and  will  supply  valuable  accommodations 
to  that  portion  of  the  State.  This  road  may  be  regarded  as  an  Alabama 
project,  and  has  been  particularly  described  in  the  notice  of  the  roads 
of  that  State.  The  Tennessee  division  is  immediately  to  be  placed 
under  contract,  and  as  it  runs  through  a  rich  planting  district,  abundant 
means  can  be  readily  raised  for  its  construction,  in  addition  to  the  State 
appropriation. 

The  proposed  Memphis,  Clarksville,  and  Louisville  railroad  is  another 
important  project  in  West  Tennessee.  It  will  probably  intersect  the 
Louisville  and  Nashville  road  at  Bowling  Green,  Kentucky.  In  con- 
nexion with  the  latter,  a  very  direct  line  of  road  will  be  formed  be- 
tween Memphis  and  Louisville,  which  will  constitute  a  convenient 
avenue  from  the  former  city,  in  a  northeasterly  direction,  and  which 
will  become  a  leading  route  of  travel  in  the  southwestern  States.  It 
traverses  a  fertile  section  of  country,  capable  of  supplying  a  lucrative 
traffic.  It  is  probable  that  this  road  may  be  constructed  as  a  branch 
of  the  Louisville  and  Nashville  road. 


1  i 


■ 


I 


KENTUCKY. 

Population  in  1830,  687,917 ;  in  1840,  779,828 ;  in  1850,  982,405. 
Area  in  square  miles,  37,380 ;  inhabitants  to  square  mile,  20.93. 

This  State  commenced,  some  years  since,  a  system  of  improvement 
founded  principally  upon  the  plan  of  rendering  navigable  her  principal 
rivers — the  Green,  Licking,  and  Kentucky.  Although  large  sums  were 
expended  upon  these  works,  they  have,  with  the  exception  of  the  im- 
provements on  the  Green  river,  proved  of  little  value.  They  are  almost 
entirely  unremunerative,  as  far  as  their  tolls  are  concerned ;  although 
the  Green  river  improvements  have  been  of  great  advantage  to  tiie 
country  traversed  by  it,  in  the  outlet  they  have  opened  to  a  market. 
As  a  system  tliey  have  proved  a  lailure,  and  all  idea  of  the  prosecution 
of  works  of  a  similar  kind  has  long  since  been  abandoned. 


•   .1! 


Railroads  of  Kentucky. 

Louisville  and  Lexington  railroad. — The  only  railroad  in  operation  in 
the  State  is  the  line  from  Louisville  to  Lexington — made  up  of  the 
Louisville  and  Frankfort  and  Frankfort  and  Lexington  roads.  These 
roads  were  commenced  at  an  early  period  in  the  railroad  history  of  the 
country :  and  it  has  been  only  after  repeated  efforts  and  failures  that 


J 


302 


ANDREWS'   REPORT   ON 


■if 


they  have  been  recently  completed.  The  projects  shared  the  fate  of 
all  the  pioneer  western  roads,  having  been  abandoned,  and  their  com- 
pletion postponed  for  many  years  alter  they  were  commenced.  The 
length  of  these  roads  is  93  miles,  and  the  cost  about  ?^2,500,000.  The 
disastrous  results  which  attended  the  enterprises  referred  to  exerted  a 
most  injurious  effect  upon  the  public  mind  of  the  State.  Discouraged 
by  the  failures  wiiich  had  been  sustained,  the  people  became  almost 
indifferent  to  the  subject  of  internal  improvements,  except  so  far  as  the 
construction  of  Macadamized  roads  was  concerned,  for  the  number  and 
excellence  of  which  the  State  is  justly  celebrated.  When  the  public 
mind  of  the  West  was  again  turned  to  the  subject  of  railroad  construc- 
tion, it  was  with  the  utmost  difficulty  that  the  people  of  Kentucky 
could  be  convinced  of  the  importance  of  these  works,  or  induced  to 
take  any  steps  toward  their  construction.  The  losses  suffered  on  ac- 
count of  the  Louisville  and  Frankfort,  and  Frankfort  and  Lexington 
railroads,  were  fresli  in  mind ;  and  the  people  distrusted  the  success  of 
the  ncic  pr()jects  from  experience  of  the  o/d.  Tiie  example  of  the 
neighboring  States,  whose  success  in  their  recent  efforts  demonstrated 
the  capacity  of  the  West  not  only  to  build  railroads,  but  to- supply  a 
lucrative  traffic  to  them,  nnd  the  rapid  progress  of  those  regions  of 
country  enjoying  the  advantages  of  these  works,  gradually  inspired 
confidence,  and  aroused  the  pc.'ople  to  action  ;  and  the  State  of  Ken- 
tucky is  now  one  theatre  of  the  most  active  efforts  to  secure  the  con- 
struction of  railroads.  Every  part  of  the  State  is  fully  alive  to  the 
subject,  and  its  surface  will  soon  be  as  thickly  checkered  with  lines  as 
are  the  States  of  Ohio  and  Indiana. 

The  leading  lines  in  the  State,  now  in  progress,  are — 

1.  The  Louisville  and  Nashville  railroad. — The  line  of  lliis  road  will 
be  about  180  miles  long.  Its  rout<!  has  been  determined,  and  will  pass 
through  a  very  fertile  portion  of  the  State,  capable  of  supplying  an 
immense  traffic  to  a  railroad,  and  entirely  wanting  in  suitable  outlets  to 
markets,  excepting  that  portion  of  the  route  near  Bowhng  Green.  Tlie 
connexions  it  will  form  will  be  of  sufficient  inipf)rtanee  to  give  the 
work  a  national  character,  as  it  will  probably  be  the  most  cons[>icuous 
connecting  link  l)etween  the  roads  of  the  two  extremes  of  the  confed- 
eracy. The  road  is  to  be  placed  immediately  under  contract ;  and  as 
ample  means  arc  already  provided  for  this  purpose,  its  construction,  at 
the  earlic^st  practicable  period,  may  be  set  down  as  certain. 

A  ver}"^  important  branch  from  the  above  road — exceeding  in  length 
even  the  main  trunk — is  the  proposed  Memphis,  Clarksvillc,  and  Louis- 
ville road,  which  has  already  been  described  under  the  head  of  "  Ten- 
nessee." This  road  will  probably  leave  the  Nashville  and  Jiouisville 
road  at  Bowling  (ireen.  It  will  be  seen  that  the  two  would  form  a  very 
direct  line  between  Louisville  aud  Memphis.  The  Memphis  extension 
is  regarded  with  great  favor  by  the  people  of  Louisville,  and  by  the 
friends  of  the  Louisville  and  Nashville  projects.  As  a  large  portion  o 
the  proposed  extension  is  embraced  in  the  State  of  Tennessee,  it  will 
come  in  for  the  State  aid;  and  as  it  traverses  a  rich  section  of  country, 
and  will  receive  the  efficient  support  of  Louisville,  there  can  be  no 
doubt  of  its  speedy  construction. 

Another  line  of  road  proposed,  for  the  purpose  of  connecting  Cin- 


I   i 


COLONIAL  AND  LAKE   TRADE. 


303 


the 


cinnati  with  Nashville,  and  attracting  much  attention  in  central  and 
southern  Kentucky,  is  composed  of  the  Covington  and  Lexington  line, 
through  the  towns  of  Bowhng  Green,  Kentucky,  and  Gallatin,  Ten- 
nessee. A  reference  to  the  annexed  map  will  at  once  show  the  import- 
ant relation  it  bears  to  the  railroad  system  of  the  whole  country.  The 
city  of  Nashville  is  to  be  the  centre  of  a  great  southern  system  of  rail- 
roads radiating  in  every  direction  toward  all  the  leading  southern  cities 
situated  on  the  Atlantic  coast  and  the  gulf.  In  a  few  months  this  city 
will  be  in  direct  communication,  by  railroad,  with  the  cities  of  Savan- 
nah and  Charleston.  Roads  arc  also  in  progress  to  Mobile  and  New 
Orleans,  to  various  points  on  the  Mississippi,  and  to  other  portions  of 
the  State.  The  city  of  Louisville  will  be  no  less  favorably  situated, 
with  reference  to  the  railroads  of  the  northern  and  eastern  States.  On 
the  north  and  west,  the  New  Albany,  and  Salem  and  Jeffersonville 
roads,  will  open  a  communication  witli  the  roads  of  Ohio,  Indiana,  and 
Illinois,  and  with  the  leading  cities  of  all  these  States.  On  the  east, 
the  line  of  railroad  to  Lexington  will  connect  with  all  the  railroads  radi- 
ating from  that  point,  some  of  which  will  open  outlets  to  the  eastern 
States,  and  to  the  great  Atlantic  markets. 

The  cost  of  this  road  will  amount  to  about  $5,000,000.  Sufficient 
means  have  been  already  provided  to  warrant  its  construction.  The 
city  of  Louisville  has  subscribed  to  its  stock  to  the  amount  of  $1,000,000, 
and  the  counties  on  its  line  have  taken  stock  with  equal  liberality.  The 
route  traversed  bv  this  road  runs  throuyh  one  of  the  most  iertile  and 
densely  settled  portions  of  the  State. 

The,  Covlnrrfnn  and  Lexington,  and  Danville  and  Na,9hvilh. — The  two 
first  links,  having  an  aggregate  length  of  13G  miles,  are  already  in 
progress.  Active  measuies  are  in  progress  to  secure  the  necessary 
means  t(>r  the  last.  This  route  will  pass  through  Glasgow,  an  import- 
ant town  in  southern  Kentucky.  The  upper  portion  of  this  line  may 
be  made  the  trunk  of  two  important  branches,  one  extending  nearly 
direct  in  a  southerly  course  through  the  State  of  Tennessee,  (taking  the 
towns  of  Sparta  and  Winchester  in  its  route,)  to  Hnntsville,  Alabama, 
where  it  will  U)rm  a  junction  with  the  Memphis  and  Charleston  road; 
thence  it  will  be  extended  to  Gunter's  Landing,  in  order  to  connect  with 
the  Alabama  and  Tennessee  river  road.  The  portion  of  this  line  from 
Winchester,  south,  is  already  in  progress.  The  Tennessee  division  is 
embraced  in  the  general  facility  bill.  At  Winchester,  this  line  will 
have  a  southeasterly  outlet,  by  means  of  the  Nashville  and  Chattanooga 
railroad. 

The  other  branch  referred  to  is  the  proposed  road  to  be  constructed 
through  southeastern  Kentucky  and  eastern  Tennessee,  to  Knoxville, 
there  to  connect  with  the  lines  of  railroad  centring  at  that  point.  The 
importance  of  this  route,  lor  a  railroad,  has  always  been  recognised, 
and  that  section  now  under  discussion  formed  a  part  of  the;  old  Cin- 
cinnati and  Charleston  project,  which  attracted  so  much  attention 
through  the  southern  and  weste-n  States  many  years  since,  and  which 
has  l)een  referred  to  in  another  part  f)f  this  report.  Measures  are  in 
progress  to  secure  the  means  t()r  this  line.  The  great  obstacle  in  the 
way  of  its  immediate  construction  is  the  scanty  population  and  want 
of  means  on  the  line  of  the  route.     The  importance  of  this  link,  how- 


i 


I 


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IH 


■  i  ■■  '     i  ■ 

ll     I 


'i 


ANDREWS*    REPORT  ON 


ever,  to  the  connexion  lines,  now  on  the  eve  of  completion,  must  se- 
cure to  it  such  foreign  aid  as  shall  be  necessary  to  its  success. 

The  next  line  in  order  is  the  Maysville  and  Lexington  railroad.  This, 
though  started  as  a  local  project,  is  now  proposed  as  a  part  of  a  great 
through  line,  connecting  the  most  remote  portions  of  the  country.  At 
Lexington  it  will  form  a  junction  with  all  the  lines  centring  at  that  point. 
From  its  eastern  terminus,  Maysville,  the  Maysville  and  Big  Sandy 
railroad  will  carry  it  forward  to  Portsmouth,  on  the  Ohio  river.  From 
the  latter  place  the  Scioto  and  Hocking  Valley  railroad  is  in  pi  ogress, 
which  pursues,  l{)r  some  fifty  miles,  the  same  general  direction  with  the 
connecting  Kentucky  line,  till  it  forms  a  junction  witli  the  Hillsboro'  and 
Cincinnati,  and  Cincinnati  and  Marietta  roads,  the  former  of  which  is 
to  constitute  the  extension,  westerly,  of  the  Baltimore  and  Ohio,  and 
the  latter  oi  the  Pennsylvania  Central  road.  To  the  mouth  of  the  Big 
Sandy  river,  the  Maysville  and  Big  Sandy  railroad  will  connect  the 
former  with  the  Virginia  Central  road,  which  it  is  proposed  to  carry 
across  the  mountains,  terminating  on  tlie  Ohio,  at  this  point.  These 
combinations  will  secure  to  the  Maysville  and  Lexington  road  an  im- 
portant place  in  a  great  line  of  railroad,  traversing  the  country  from  one 
extremity  to  the  other,  in  the  convenient  direction  of  business  and  travel. 
With  the  exception  of  the  Maysville  and  Big  Sandy  road,  all  the  links 
necessary  to  this  great  line  are  in  progress.  The  Maysville  and  Lex- 
ington railroad  will  probably  be  opened  lor  business  during  the  year 
1853. 

Lexington  arid  Big  Sandy  railroad. — This  proposed  road  is  attract- 
ing much  attention  in  Kentucky,  particularly  that  portion  of  the  State 
to  be  traversed  by  it.  By  reference  to  the  accompanying  map,  it  will 
be  seen  that  it  would  form  a  convenient  portion  of  the  great  line  of  road 
just  referred  to.  Measures  are  in  progress  to  raise  the  means  neces- 
sary for  its  construction,  with  good  promise  of  success.  As  a  local 
work,  it  will  prove  to  be  of  great  benefit  to  the  country  traversed,  de- 
prived as  it  is  of  suitable  and  convenient  avenues  to  market. 

Henderson  and  Nashville  railroad. — This  line  is  the  legitimate  exten- 
sion, southward,  of  the  Wabash  Valley  railroad.  As  a  connecting  link 
between  other  roads,  a  reference  to  the  annexed  map  will  give  a  better 
idea  of  its  importance  than  any  description.  The  southern  shore  of 
Lake  Miciiigan  will  attract  to  itself  all  the  lines  of  railroad  running  from 
the  Gulf  of  Mexicj)  in  a  northerly  direction.  Between  this  lake  and  the 
cities  of  New  Orleans  and  Mobile,  the  great  route  of  travel  will  prob- 
ably always  be  by  way  of  Nashville.  The  route  will,  apparently,  be 
the  shortest,  and  most  convenient  and  agreeable  to  the  traveller,  whether 
for  business  or  pleasure.  It  coincides  with  the  great  route  through  the 
Wabash  valley,  and  has  the  advantage  of  taking  in  its  course  the  lead- 
ing commercial  towns  in  the  interior  of  the  country.  These  facts  must 
always  attach  particular  importance  to  the  Henderson  and  Nashville 
railroad  as  a  through  route,  and  in  this  respect  it  can  hardly  be  ex- 
ceeded by  any  road  of  equal  length  in  the  United  States.  In  a  local 
point  of  view  the  road  is  important,  and  its  prospects  flattering,  as  it 
traverses  a  region  of  great  fertility,  and  already  distinguished  tor  the 
extent  and  value  of  its  productions. 

A  road  is  also  in  progress  from  Louisville  to  Shelbyville,  which  may 


COLONIAL  AND   LAKE   TRADE. 


306 


eventually  be  extended  to  Frankfoit.  A  road  is  also  proposed  from 
Harrodsburg  to  Fraiikfort.  Another  is  projected  from  Paris,  on  the 
Maysville  and  Lexington  road,  via  Georgetown,  to  connect  with  the 
Louisville  and  Frankfort  railroad,  for  the  purpose  of  cutting  off  the  de- 
tour by  way  of  Lexington. 

The  only  project  remaining  to  be  noted  is  the  Louisville  and  Cincin- 
nati road,  which  is  now  beginning  to  attract  much  attention,  not  only 
in  the  State,  but  in  the  above  cities.  The  necessity  of  the  road  is  daily 
becoming  more  and  more  apparent.  Cincinnati  and  Louisville  are  soon 
to  become  central  points  m  widely  extended  and  distinct  systems  of 
roads,  extending  to  the  great  lakes  on  the  one  hand,  and  to  the  Gulf 
of  Mexico  on  the  other.  The  public  convenience  and  the  wants  of 
commerce  require  that  this  connecting  link  should  be  supplied.  The 
travel  between  the  above  cities  is  already  great,  and  is  cairied  almost 
entirely  upon  steamboats.  The  time  now  occupied  by  a  trip  is  about 
twelve  hours.  The  distance  by  river  is  150  miles.  By  the  proposed 
road  it  would  be  reduced  to  ninety-five  miles,  and  the' time  to  four 
hours.  Active  measures  are  now  in  progress  to  provide  the  necessary 
means  for  this  work,  and  to  place  it  under  contract. 


OHIO. 


Population  in  1830,  937,903;  in  1840, 1,519,467;  in  J  850, 1,980,408. 
Area  in  square  miles,  39,9(34;  inhabitants  to  square  mile,  49.55. 

In  considering  the  works  of  improvement  projected  in  the  interior, 
for  the  purpose  of  opening  outlets  lor  products,  a  marked  difference  is 
found  between  such  and  works  constructed  by  our  Atlantic  cities 
for  the  pur|K)se  of  sccurinff  to  themselves  the  interior  trade  of  the 
country.  Although  these  mst  were  designed  to  reach  and  accommo- 
date this  trade,  they  took  their  character  and  direction  rather  from  the 
supposed  advantage  they  were  to  secure  to  the  cities  which  mainly  fur- 
nished the  means  l()r  their  construction,  than  from  that  to  the  country 
traversed.  As  far  as  practicable,  they  aimed  at  a  monopoly  of  all  the 
trade  within  their  reach ;  but,  with  roads  projected  in  the  interior  for  the 
purpose  of  opening  outlets  to  a  market  a  diflferent  principle  prevails. 
The  ruling  motive  in  such  a  case  is,  so  to  shape  the  project  as  to  secure 
the  cheapest  acas^  to  the  best  market,  or  to  a  choice  of  markets,  and  to 
escape  the  monopoly  which  the  markets  themselves  sought  to  impose. 
The  leading  improvements  projected  in  the  interior,  therefore,  often 
have  a  mon?  national  character,  and  are  constructed  with  more  refer-- 
ence  to  the  wants  of  the  whole  community,  than  those  of  the  East. 

The  value  of  works  facilitating  and  cheapening  transportation  can 
be  fully  estimated  only  when  they  are  considered  in  reference  to  that 
portion  of  our  population  residing  in  the  interior.  As  already  stated, 
we  have  few  markets,and  those  far  removed  from  the  great  producing 
regions.  The  early  settler  in  the  western  States  of  necessity  engaged 
in  agriculture,  and  so  long  as  he  was  without  means  of  fi)r warding  his 
surplus  to  a  market,  the  gratification  of  his  wants  was  limited  to  what 
his  own  hands  could  supply.     The  time  had  not  arrived  for  a  diversity 


■ 


!|: 


i 


ANDREWS*    REPORT    ON 

of  pursuits  in  his  own  neighborhood,  and  he  was  too  remote  to  avail 
himself  of  those  of  the  older  States.  The  cost  of  transportation  placed 
it  beyond  his  means  to  purchase  from  abroad,  and  his  surplus  was, 
iherelbre,  comparatively  worthless  after  the  supply  of  his  own  imme- 
diate wants.  Thirty  years  ago,  the  West  offered  but  few  inducements 
to  the  settler,  as  he  was  compelled  to  sacrifice  all  the  social  and  many 
of  the  physical  comforts  afforded  in  the  less  fertile,  but  better  settled 
and  richer  States  of  the  East.  Without  variety  of  industrial  pursuits, 
and  without  commerce,  no  amount  of  surplus  could  add  much  to  his 
wealth  or  his  means  of  enjoyment.  This  portion  of  the  country  there- 
fore advanced  very  slowly,  until  the  construction  of  the  Erie  canal,  by 
which  a  market  was  thrown  open,  and  its  vast  productive  capacity  ren- 
dered available.  An  instantaneous  and  mighty  impulse  was  imparted 
to  it,  under  the  influence  of  which  all  its  interests  have  moved  forward 
with  constantly  accelerating  pace  up  to  the  present  time. 

The  completion  of  the  Erie  canal,  in  connexion  with  the  great  lakes, 
gave  a  navigable  water  line  from  New  York  to  Chicago,  a  distance  of 
1,500  miles,  and  opened  a  market  to  the  whole  country  within  reach 
of  this  great  water  line.  In  order  to  profit  by  this  outlet,  the  western 
States  lying  upon  the  lakes  immediately  commenced  the  construction 
of  similar  works  to  connect  with  it  the  more  remote  portions  of  their 
territory.  At  that  period,  canals  were  regarded  as  the  most  approved 
mode  of  transportation.  Hence  the  system  of  internal  imjjrovement  in 
the  West  almost  exclusively  embraced  the  construction  of  canals.  The 
early  projects  of  the  States  oi"  Ohio,  Indiana,  and  Illinois,  were,  with  a 
very  lew  exceptions,  of  this  character,  though  their  i'urther  progress  haa 
since  been  entirely  superseded  by  railroads. 

In  reviewing  the  public  works  of  the  West,  the  State  of  Ohio,  in 
some  respects,  constitutes  an  appropriate  starting  point,  as  she  was  the 
first  to  enter  upon,  and  the  orlv  one  to  execute,  what  she  originally  pro- 
posed. After  a  severe  strn  e,  her  great  system  of  canals  was  com- 
pleted, and  the  result  1_  .en  to  place  her  immeasurably  in  advance 
of  all  her  sister  States  in  wealth,  in  population,  and  in  general  pros- 
perity. The  rapidity  of  her  progress  has  been  the  marvel  of  the  coun- 
try. In  a  very  few  years  she  rose  from  obscurity  to  the  first  rank 
among  her  sister  States  in  population,  in  wealth,  in  credit,  and  in  con- 
sideration both  at  home  and  abroad. 


Canals  of  Ohio. 

Ohio  canal. — This  work  was  commenced  in  1825,  and  was  com- 
pleted in  1832.  It  extends  from  Portsmouth,  on  the  Ohio  river,  to 
Cleveland,  on  Lake  Erie,  a  distance  of  307  miles.  It  ascends  the  val- 
ley of  the  Scioto  nearly  to  Columbus,  when  it  takes  an  eastern  direc- 
tion, striking  into  the  valley  of  the  Muskingum,  passing  through  the 
towns  of  Hebron,  Newark,  Coshocton,  New  Philadelphia,  and  Massil- 
lon,  in  this  valley.  Crossing  the  summit  of  Akron,  it  falls  into  the  val- 
ley of  the  Cuyahoga  river,  which  it  pursues  to  Cleveland.  The  highest 
point  in  the  canal  at  Akron  is  499  leet  .above  the  Ohio  r'ver  at  Ports- 
mouth, 405  above  Lake  Erie,  and  973  above  the  Atlantic  ocean. 


I  avail 
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was, 
imme- 
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western 
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COLONIAL   AND  LAKE   tllADE.  307 

Tlie  canal  is  4  feet  deep,  40  wide,  has  147  locks,  and  an  aggregate 
lockn^e  of  1,220  feet. 

This  canal  has  several  branches  or  navigable  fenders,  of  which  the 
following  are  the  principal: 

The  Columlms  bianch. — This  branch  extends  from  the  point  at  which 
the  canal  leaves  the  Ohio  valley  to  Columbus,  a  distance  of  10  miles. 

The  Lancaster  branch. — This  is  a  lateral  branch,  extending  from  the 
main  trunk  southerly  to  the  town  of  Lancaster,  the  capital  of  Fairfield 
t!ounty,  a  distance  of  9  miles. 

The  Alliens  extension  or  Hocking  canal  is  a  prolongation  of  the  Lan- 
caster branch.  It  has  a  southeastorly  course  through  the  counties  of 
Fairfield,  Hocking,  and  Athens,  to  the  town  of  Athens,  a  distance  of 
about  56  miles. 

The  Zancsrille  branch,  extending  from  the  main  canal  to  the  town  of 
Zancsville,  on  the  Muskingum  river,  a  distance  of  14  miles,  connects 
it  with  the  Muskingum  improvement,  by  means  of  which  another  channel 
is  opened  to  the  Ohio  river  at  Marietta. 

1  he  Walhonding  branch  extends  from  the  main  canal,  near  Coshoc- 
ton, upon  the  WaThonding  river,  a  distance  of  25  miles. 

The  Miami  canal. — This  work  extends  from  Cincinnati  to  Lake  Erie, 
at  Manhattan,  a  distance  of  270  miles.  The  principal  towns  through 
which  it  passes  are  Hamilton,  Dayton,  Troy,  Sidney,  Defiance,  and 
Toledo.  This  last  town  is  generally  considered  as  the  northern  termi- 
nus of  the  canal,  although  it  is  carried  to  Manhattan,  4  miles  below  it. 
This  canal  was  commenced  in  1825,  and  completed  in  1832.  It  has  a 
width  of  40  and  a  depth  of  4  leet;  its  summit-level  is  510  feet  above 
Cincinnati,  and  411  feet  above  Lake  Erie,  and  the  number  of  its  locks 
is  102.  This  canal,  from  Lake  Erie  to  the  Indiana  State  line,  forms 
the  lower  trunk  of  the  Wabash  and  Erie  canal,  extending  to  Evans- 
vill(>,  on  the  Ohio  river.  There  are  also  connected  with  this  canal  in 
Ohio  branch  lines  measuring  45  miles  in  length. 

The  following  table  shows  the  length  and  cost  of  the  Ohio  canals 

constructed  by  the  State : 

L«n^.  Co«t. 

The  Ohio  canal  and  branches 340  $4,695,203 

The  Walhonding  canal 25  607,268 

The  Miami  canal  and  branches 315  7,454,726 

The  Hocking  Valley  canal 56  975,480 

The  Muskingum  improvement 91  1,627,318 

827  miles.  15,359,995 

In  addition  to  the  above  works,  owned  by  the  State  of  Ohio,  are  the 
following  private  works : 

The  Sandy  and  Beaver  canal. — ^This  work  corrimences  at  BoUvar,  on 
the  Ohio  canal,  and  extends  to  the  Ohio  river,  at  the  mouth  of  the 
Beaver  river,  a  distance  of  about  76  miles.  The  cost  of  this  work  was 
about  $2,000,000.     A  portion  of  it  is  in  the  State  of  Pennsylvania. 

The  Mahoning  canal. — This  canal  commences  at  Akron,  pursues  the 
left  bank  of  the  Cuyahoga  river,  running  through  the  town  of  Ravenna, 
thence  into  and  along  the  valley  of  the  Mahoning  to  its  confluence  with 


%.  : 


I 


308 


ANDREWS     REPORT   ON 


^i     ■ 


i-     i- 


1; 


the  Beaver  canni,  in  Pennsylvania,  a  short  distance  from  the  State  line. 
The  length  of  this  canal  is  ahout  77  miles,  and  its  cost  sametliing  like 
$2,000,000.  It  was,  In^forc  the  construction  of  railroads  in  Ohio,  and 
still  is,  an  important  channel  of  communication  between  Pittsburg  and 
Cleveland  and  the  interior  of  Ohio,  and  supplies  the  latter  city  with 
the  important  article  of  coal,  which  is  found  in  the  greatest  abundance 
and  of  the  best  quality  in  the  Mahoning  valley. 

In  the  vast  number  of  railroad  projects  which  have  sprung  up  in  Ohio 
within  a  few  years,  and  which  are  absorbing  public  attention,  the  canals 
of  the  State  have  sunk  into  comparative  insignificance.  The  former 
have,  however,  been  the  great  cause  of  its  unexampled  prosjierity,  as 
they  supplied  the  demand  of  its  people  for  a  cheap  and  com|):iratively 
expeditious  route  to  market,  and  enabled  them  to  turn  to  immediate 
account  their  large  resources.  It  is  probable  that  they  miiy  still  con- 
tinue to  be  the  carriers  of  the  more  bulky  and  less  valuabh;  kinds  of 
property,  and  in  this  manner  prove  of  utility,  though  of  smaller  com- 
)aralive  importance.  Although  railroads  may  take  from  the  canals  a 
arge  portion  of  their  traffic,  the  l()rmer  will  probably  develop  a  still 
larger  trade  in  artieh's  of  merchandise,  f()r  wnich  \.\<c  canals  are  the 
appropriate  channels ;  so  that  the  interests  of  the  tsvo  systems  of  im- 
provement, instead  of  clashing,  will  be  f()und  to  bi;  in  strict  harmony. 
The  canals,  un(i)rtunately,  are  not  Jirst-elass  works,  so  far  as  th<;ir  con- 
struction and  capacity  are  concerned,  and  during  periods  of  great 
drought  occasionally  fall  short  of  water. 

Itailroads  of  Ohio. 

The  railroads  of  Ohio  may  be  said  to  S -long  to  two  distinct  and  well 
defined  periods  in  the  history  of  the  internal  improvements  of  tlie  Slate. 
The  first  class  includes  those  commenced  during  the  grctat  speculative 
movcmtuit  of  183G  and  1837,  which  were,  l()r  a  considerable  lapso  of 
time,  the  only  projects  of  the  kind  attempted  in  the  State.  These 
were — 

1.  The  Li  I  fie  Miami  railroad,  commenced  in  1837  and  eom{)l<'ted  in 
1846,  was  originally  laid  out  with  a  Hat  rail,  which  has  since  been  re- 
placed by  the  heavy  H  or  T  rail.  It  extends  from  Cincinnati  tf)  Spring- 
field, a  distance  of  84  miles,  and  has  cost,  u{)  to  the  present  time,  about 
$2,500,000. 

2.  The  Mad  Uivrr  arid  Lake  Erie,  commenced  in  1836  and  completed 
in  the  latter  part  of  1846,  extends  from  Sandusky,  on  Lake  Erie,  to 
Springfield,  a  distance  of  134  miles,  where  it  f()rm3  a  junction  with  the 
Litth;  Miami  road,  constituting  a  continuous  line  of  railroad  from  Lake 
Erie  to  the  Ohio,  which  was  the  first  to  connect  these  water-courses. 
A  [)ortion  of  this  road  was  opened  in  1838.  It  was  originally  l.iid  with 
a  flat  rail,  which  has  since  been  replaced  by  one  better  adipicd  to  a 
heavy  traffic. 

3.  The  Mansfield  and  Sandusky  railroad  was  commenced  in  1836,  and 
a  portion  of  it  opened  in  1838.  It  was  completed  to  Mansfield  in  1847. 
Like  all  the  early  Ohio  railroads,  it  wtte  first  laid  with  the  flat  bar, 
which  has  since  given  place  to  the  hea^y  rail. 

4.  The  Lake  Erie  and  Kalamazoo  extends  from  Toledo,  on  Lake 


I 


COLONIAL  AND  LAKB    TRAD 


309 


T1h;sc 


Lake 


Erie,  to  Adrian,  where  it  forms  a  junction  wiili  Michig;  i  Southrrn 
railro.'ul,  to  which  it  forms  an  outlet  to  tiu!  roads  ul  Ohio.  I'hr  len  . 
of  this  road  is  about  33  miles.     It  wns  commenced  in  1836,  iiiid  coui- 

{)l(!ted  in  184/i.     Its  superstructure  was,  in  the  outset,  a  Hat  rail,  wl     h 
ins  recently,  since  the  completion  of  the  Michigan  Southern  road,  giv  <n 
place  to  a  heavy  bar. 

These  arc  the  only  roads  commenced,  under  the  stimulus  of  the 
jljreat  movement  already  referred  to,  the  original  plans  for  which  were 
hnally  accomplished.  All  other  projects  fell  to  the  ground  in  the  com- 
mercial revulsions  which  followed.  These  failures,  and  the  long  delay 
in  completing  the  roads  already  described,  were  in  part  owing  to  the 
financial  embarrassments  which  suececided,  but  yet  more  to  the  limited 
amount  of  cfipital,  and  to  the  want  of  engineering  skill  and  experience 
brought  to  bear  upon  them.  Notwithstanding  all  the  embarrassments 
and  losses  to  which  they  were  subjected,  it  is  believed  that  they  are  all 
now  yielding  a  prolitabu;  return  upon  their  entire  cost. 

It  may  not  here  be  out  of  place  to  remark,  that  the  numerous  failures 
in  the  first  effijrts  of  the  new  States  to  construct  works  of  internal  im- 
provement were  not  the  result  of  accidait,  but  a  matter  of  nnassity. 
The  schemes  were  all  premature ;  neither  the  means,  nor  the  engi- 
neering and  practical  talent,  essential  to  success,  existed.  The  coun- 
try had  not  been  settled  a  length  of  time  sufficient  to  designate  the  sites 
that  were  to  become  the  great  depots  of  trade,  or  the  convenient  routes 
ihr  travel  and  business.  At  tliis  distance  of  lime,  it  is  easy  to  see  that 
the  failure  of  many  of  the  works  undertaken  in  the  West  and  South, 
not  oidy  by  the  States  but  by  individuals,  was  unavoidable  ;  and 
that  with  the  lights  wc  now  possess,  tluur  construction  would  have 
been  postponed  until  a  condition  should  have  arisen  more  favorable  to 
success.  These  failures  were  no  just  cause  of  reproach  to  the  States 
in  which  they  occurred,  except  so  far  as  the  debts  created  have  been 
repudiated,  or  no  provisions  made  for  the  liabilities  as  they  fell  due. 

These  reverses  cut  short  the  progress  of  railroads  and  canals,  with 
a  few  exceptions,  for  a  number  of  years.  The  people  were  dis- 
heartened, and  in  many  cases  disgusted,  with  their  ill  success,  and 
became  comparatively  indifferent  to  the  subject  of  internal  improve- 
ments. Years  elapsed  befiire  the  western  States  recovered  from  the 
disastrous  eflc'cts  of  the  previous  r<!verscs,  in  which  nearly  every  indi- 
vidual in  the  community  had  been  involved.  Indeed,  it  required 
years  to  replace  the  various  losses  sustained.  When  this  was  accom- 
plished, and  the  lapse  of  sixteen  years  had  brought  a  larger  population, 
mcreased  production,  and  ampler  means,  the  necessity  of  avenues, 
suitable  to  the  increasing  wants  of  the  country,  came  to  be  more  and 
more  strongly  felt.  To  meet  tliis  demand,  the  works  now  in  progress 
were  commenced.  These  movements  constitute  the  new  era  in  the 
history  of  our  internal  improvements.  Both  the  old  and  the  new  sys- 
tem had  its  peculiar  characteristics.  The  first  proposed  in  the  newly 
settled  States  either  anticipated  the  wants  of  the  country,  or  was  in 
advance  of  the  conditions  necessary  to  success.  It  was  borrowed 
from  the  old,  and  applied  to  the  new  States,  where  an  entirely  differ- 
ent Slate  of  things  existed ;  and  was,  in  fact,  an  attempt  to  apply  a 
principle  deduced  from  known  data  to  circumstances  wholly  uncertain. 


f 


Il>/   I 


'! 


\ 

\ 

, 

1 

f 

AMOR8WS     RSPOBT    ON 


The  works  mori?  recently  commenced  rest  on  a  very  diflferent  Tounda- 
tion.  They  were  constructed,  and  are  adapted,  to  supply  wants  which 
actually  exist.  An  unsound  policy  has  given  place  to  one  jxjrfectly 
healthy  and  legitimate,  following  requirements,  and  controlled  by 
wants,  the  extent  and  nature  of  which  are  well  understood  and 
dcHned. 

The  railroads  in  progress  and  opt^ration  in  Ohio  at  the  present  lime 
make  an  aggregate  length  of  line  of  about  3,000  miles;  the  face  of  tlie 
country  favoring  their  construction  in  ev<;ry  part  of  it.  These  projects 
arc  pretty  uniformly  distributed  over  the  State.  Tlierc  are  no  lines 
oi'  pre-eminent  importance,  because  travel  and  commerce  are  not,  as  in 
some  other  States,  forced  into  particular  channels  by  the  natural  con- 
figuration of  the  country.  So  homogeneous  arc  the  physical  characteris- 
tics of  the  diflcrent  portions  of  the  westc-i  States,  tliat  a  detailed  de- 
flcription  of  one  line  of  road  will  serve  to  give  a  distinct  idea  of  all.  In 
this  region,  local  considerations  are  a  sufficient  inducement  to  the  con- 
struction of  numerous  and  important  lines,  and  frcijuently  a  through 
route  is  made  up  by  a  combination  of  what  were  in  the  outset  entirely 
distinct  and  separate  projects.  In  noticing  the  roads  of  Ohio,  therel()re, 
an  effort  will  be  made  rather  to  give  a  clear  idea  of  the  whole  system, 
than  to  burden  the  report  with  similar  details  of  different  projects. 

In  addition  to  the  roads  of  exclusively  local  character,  there  are  nu- 
merous great  lines  traversing  the  entire  State  from  north  to  south  and 
from  east  to  west.  These  great  lines  or  routes  are  composed  as 
follows : 

Through-lines  running  from  north  to  lauth. 

1.  Composed  of  the  Cincinnati,  Hamilton  and  Dayton,  and  Mad  River 
and  Lake  Eric  railroads. 

2.  Composed  of  the  Little  Miama,  Columbw,  and  Xema,  and  Clcve- 
la7id  and  Columbus  railroads. 

3.  Composed  of  the  Mansfield  and  Sandusky,  Columbus  and  Lake  Erie, 
and  Scioto  and  Hocking  Valley  railroads. 

4.  Cleveland  and  Wcllsville  railroad. 

5.  A  fifth  line  will  soon  be  added  to  the  above,  formt)d  by  the  Cin- 
cinnati, Hamilton  and  Dayton,  and  the  Dayton  and  Michigan  roads,  now 
in  progress  from  Dayton  to  Toledo. 

o.  An  additional  line  will  probably  be  formed  without  much  delay ; 
the  lower  portion  of  it  composed  of  the  Cincinnati,  Hamilton  and  Day- 
ton, or  the  Little  Miami,  the  central  portion  of  the  Springfuld,  Mount 
Vernon  and  Pittsburg,  and  the  northern  division  of  the  Cleveland  and 
Pittsburg,  and  Akron  Branch  railroads.  It  is  proposed  to  extend  this 
branch  so  as  to  form  a  junction  with  the  Ohio  and  Pennsylvania  roads» 
probably  at  Wooster. 

It  is  also  probable  that  a  railroad  will  be  constructed  in  a  short 
period  firom  Cleveland  to  Zanesville,  and  ihence  southward  to  the  Ohio 
river,  either  at  Marietta  or  Portsmouth.  Measures  are  also  in  progress 
to  construct  a  road  from  Columbus,  down  the  valley  of  the  Scioto  to  its 
mouth.  The  above  roads  would  form  two  additional  north  and  south 
lines.    Efforts  are  also  making  to  construct  a  road  from  Dayton  to  Cior 


COIX>NXAIi   AND    LAKH    TRADE. 


3J1 


lunda- 
which 
fleetly 
«;<1  by 
)d  und 

nt  lime 
i  of  the 
wojccta 
lo  linoft 
t,  us  in 
ul  con- 
acteris- 
ilud  de- 
ull.  In 
ho  con- 
throuch 
cnlirdy 
lerelore, 
system. 
|c:ts. 

are  nu- 
utli  and 
•used   as 


tad  River 
nd  Clcvt- 
iike  Erie, 


the  Ci»- 
ads,  now 

;h  delay ; 
ii7ul  Day- 
i,  Mount 
eland  aiid 
(.lend  this 
lia  reads, 

1  a  short 
the  Ohio 
1  progress 
;ioto  to  its 
and  south 
on  to  Cin- 


I 


cinnati,  Ix'twccn  the  LitU  Muimi  and  the  Cvicinnati,  Udmiltou  and 
Dayton.  Should  they  prove  suceesal'ul,  u  portion  of  another  ihrougl*- 
line  will  be  ibimed. 

Tfirovgh'Unes  running  from  ea»t  to  vmt. 

1.  Com[)o.s(!d  of  the  Cleveland,  Painemlh  ami  Anhtahula,  nrul  tho 
Juth  lion  railroads.  This  line  will  follow  tin;  lake  slioro  l()r  its  whole 
distunee.  From  Cleveland  it  will  be  earried  westward  by  another  line 
eompo8('(l  of  a  portion  of  the  C/ci7c///n(Z  ««^/  Cat uinh ii s ,  nwd  Toledo,  Nor- 
walk  and  Cleveland.  The  whole  of  this  last  named  line  will  be  in 
operation  during  the  present  year. 

2.  Composed  of  the   Ohio  and  rennsyhuinia,  and  the  Bellr/onfaine  , 
and  Indiana  roads.     Both  of  these  are  well  advaneed  towards  com- 

Sletion,  and  it  is  intended  to  have  them  in  operation  by  the  first  of 
anuaiy  n(!Xt. 

3.  Composed  of  the  Ohio  and  Penmylmnia,  and  the  Ohio  and  Indiana, 
extending  from  the  western  terminus  of  the  former  to  Fort  Wayne, 
Indiana. 

4.  Composed  of  the  Stucbcnvillc,  Indiana  and  Columbus,  and  the 
Colum/ms,  riqua,  and  Indiana  roads.  These  will  f()rm  a  continuous  line 
of  railroad  through  Ohio,  and  also  from  Philadelphia  and  Baltimore,  Ui 
the  Mississippi  river,  having  a  unil()rm  guage  throughout. 

From  Columbus  an  additional  line  will  be  l()rme(l  by  means  of  the 
Columljus  and  Xmia,  the  Dayton  and  London,  and  the  Dayton  and  Wcxt- 
ern  roads. 

6.  Composed  of  the  Ohio  Central  and  Columbus,  and  Piqiia  and  In- 
diana  roads.  An  additional  line  from  Columbus,  by  the  line  running 
through  Dayloii,  is  described  above. 

G.  Comjxised  of  the  Ohio  Central,  and  the  Cincinnati,  Wilmington 
and  Zonesvdlr  ro.'ids. 

7.  Cindnnati  and  Mnrrirtta  railroad.  It  is  also  contemplated  lo  ex- 
tend this  road  to  Wheeling,  ilius  fiirming  a  continuous  line  from 
Cincinnatli  to  Wheeling  under  one  charter. 

8.  Ilillsboro^  and  Cincinnati  railroad,  extending  from  the  Ohio  river, 
opposite  Parkersburg,  is  proposed  as  the  direct  continuation  of  ihe 
Baltimort!  and  Ohio  railroad  to  Cincinnati.  From  the  latter  place  all 
the  roads  terminating  there  will  be  carried  to  the  Indiana  Slate  hne, 
by  the  Ohio  and  Mississippi  railroad. 

The  great  iint-s  which  have  been  thus  briefly  described  embrace  the 
most  imi>ortant  projects  in  the  State.  All  of  ihem  present  the  same 
general  characteristics.  Th<.'  results  achieved  by  the  lines  in  operation 
may  be  safely  predicated  of  those  in  progress  ;  and  these  so  well  illus- 
trate the  value  of  such  works  to  the  community,  and  as  investments  of 
capital,  that  a  detailed  account  of  their  objects,  cost,  and  prospective 
revenues,  is  unnecessary.  Reference  to  the  annexed  mi:ps  will,  taken 
in  connexion  with  the  history  of  the  roads  in  operation,  convey  a  suffi- 
ciently correct  idea  of  the  various  projects  that  compose  the  system 
above  described. 


;•     I 


I    ,, 


Il'    il 


If  I 


312 


ANDREWS     REPORT   ON 


!* 


I 


There  are  many  roads  in  progress  not  particulnrly  connected  with 
the  above  lines,  the  objects  oi  wliich  require  a  brief  notice,  viz  : 

Ohio  and  Mississippi  railroad ;  the  leading  object  of  which  is  the 
connexion  of  Cincinnati  and  St.  Louis,  the  two  great  cities  of  the  Mis- 
sissippi v;ill(^y,  by  tiie  shortest  practicable  line.  A  glance  at  the  map 
will  sufficiently  demonstrate  the  value  of  such  a  work  to  the  commerce 
and  travel  of  the  country.  At  the  present  time  the  communication 
between  these  cities  is  carried  on  by  means  of  the  Ohio  and  Missis- 
sippi rivers,  and  it  is  well  known  that  the  navigation  of  these  is  always 
seriously  obstructed  and  often  totally  suspended  at  certain  seasons 
of  the  3'ear.  At  best,  the  route  is  tedious  and  expensive,  and  un- 
comf()rtable  at  all  times,  and  often  very  unhealtliy.  The  distance  by 
water  is  more  than  twice  as  great  as  l)y  land.  A  direct  line  of  railroad 
between  these  great  cities  is  one  ranking  first  in  importance  among  our 
leading  works.  It  is  easy  to  see  that  the  principal  routes  of  travel 
must  be  those  connecting  great  cilies  by  the  siiortest  lines,  since  the 
travel,  whether  of  business  or  of  pleasure,  necessarily  tends  from  one  to 
another  of  these.  Familiar  illustrations  of  ilie  fact  will  readily  occur 
to  every  read(;r.  In  going  westward,  Cincinnati  is  a  necessary  point 
in  the  route  of  every  traveller.  That  city,  also,  is  consequently  a  con- 
verging pouit  of  the  great  lines  of  road  leading  westward  from  the  east- 
ern cities  of  Boston,  New  York,  Philadelphia,  and  Baltimore.  After 
reaching  Cincinnati,  another  leading  point  toward  which  travel  is 
attracted  is  St.  Louis.  Hence  the  necessity  of  the  above  road,  and  the 
important  relations  it  bears  to  the  railroad  system  of  the  country,  and 
to  the  great  routes  of  travel. 

The  length  of  this  road  will  be  about  three  hundred  and  thirty  miles. 
For  the  greater  part  of  this  distance  the  route  is  very  favorable  to 
cheap  construction.  Through  its  whole  length  it  traverses  a  fertile  and 
productive  region,  without  any  outlet  except  that  f()rmed  by  the  Wa- 
biish  river,  which  the  above  road  crosses  at  Vincennes.  In  addition  to 
its  through-travel,  this  road  will  be  the  channel  of  a  vast  local  traffic  ; 
and  these,  when  combined,  cannot  fail  to  yield  a  lucrative  income. 

The  whole  road  is  under  contract  t()r  completion  within  two  years 
from  the  first  of  January,  1853;  and  the  work  of  construction  is  in 
rapid  progress.  The  project  has  received  the  hearty  co-operation  and 
support  of  the  cilies  of  Cincinnati  and  St.  Louis,  the  former  having 
subscribed  !$OUl),UOO,  and  the  latter  $500,000,  to  the  work,  in  their  cor- 
porate capacities,  in  addition  to  large  private  subscriptions. 

By  the  people  of  Baltimore,  the  above  work  is  regarded  witli  hardly 
less  favor  than  by  Cincinnati  and  St.  Louis.  By  liie  llirmer,  it  is  re- 
garded as  the  direct  extension  westward  of  their  great  line,  which  is  to 
be  carried  t()rward  to  Cincinnati  by  the  Hillsboro'  and  Marietta  roads. 
It  will  be  seen  that  these  three  roads  make  up  one  grand  and  symmet- 
rical line,  of  about  nine  hundred  miles,  extending  from  tide-water  to 
the  Mississippi  river. 

The  Hnmilton  and  Eaton  road,  extending  from  Hamilton  to  Rich- 
mond, Indiana,  though  a  valuable  local  work,  derives  its  chief  import- 
ance from  the  fact  that  it  constitutes  the  trunk  of  two  extensive  lines 
in  progress,  the  Indiana  Central  and  the  Cincinnati  and  Chicago  roads, 
both  of  which  connect  with  it  at  llichmond.     This  roud  has  just  been 


COLONIAL   AND   LAKE    TRADE. 


313 


cd  with 

is  the 

tlic  Mis- 

ihc  map 

minerce 

nication 

I  Missis- 

always 

seasons 

and  un- 

lancc  by 

railroad 

iiong  our 

oi'  travel 

lince  the 

)m  one  to 

ily  occur 

iry  point 

ly  a  con- 

thc  east- 

3.     After 

travel   is 

,  and  the 

utry,  and 

rty  miles, 
orable  to 
[31  tile  and 
the  Wa- 
(Idition  to 
il  traffic  ; 
ome. 
wo  years 
:tion  is  in 
ation  and 
;r  having 
their  cor- 

tli  hardly 
r,  it  is  re- 
hich  is  to 
tta  roads, 
symniet- 
!-water  to 

to  Rich- 
)i'  imporl- 
isive  lines 
ic;()  roads, 
just  been 


opened  for  travel.  The  connecting  lines  above-named  arc  in  progress — 
tlie  f()riner  for  its  entire  length,  and  the  latter  as  far  as  the  Wabash 
river,  to  Logansport. 

The  Greenville  and  Miami  road  extends  from  a  point  on  the  Dayton 
and  Western  road,  about  fifteen  miles  west  of  Dayton,  to  Union,  the 
eastern  terminus  of  the  Indianapolis  and  Bellefontaine  road.  It  occu- 
pies at  present  a  conspicuous  position,  from  the  I'act  that  il  is  the  first 
Ohio  road  to  form  a  connexion  with  those  of  Indiana.  It  is  already  in 
operation  to  Greenville,  from  which  point  the  work  is  in  rapid  progress ; 
so  that  the  simultaneous  completion  of  this  and  the  Indianpolis  and 
Bellefontaine  road,  as  far  as  Union,  may  be  expected  by  the  first  of 
December  next,  giving  an  outlet  by  railroad  from  Jeffersonville,  (oppo- 
site Louisville,  Kentucky,)  Terre  Haute,  Lafayette,  Madison,  and  nu- 
merous oilier  important  points  in  Indiana,  to  the  railroads  of  Ohio, 
and,  consequently,  to  those  of  the  eastern  States. 

The  Iron  railroad  is  a  short  road,  connecting  the  numerous  iron  manu- 
facturing establishments  of  southern  Ohio  with  the  river.  This  road 
will  probably  be  extended  northward,  to  form  a  connexion  with  the 
Scioto  and  Hocking  valley  railroad. 

By  the  Cleveland  and  Mahoning  road,  it  is  proposed  to  open  a  new 
channel  of  communication  between  Cleveland  and  Pittsburg,  through 
the  valleys  of  the  Mahoning  and  Beaver  rivers.  One  of  the  principal 
objects  in  its  construction  is  to  open  a  new  outlet  for  the  coal-fields  of 
the  Mahoning  valley,  from  which  Cleveland  is  now  chiefly  supplied 
with  coal.  Measures  arc  in  progress  to  place  this  work  immediately 
under  contract. 

A  line  of  road  of  considerable  importance  is  also  proposed,  com- 
mencing near  Mansfield,  and  extending  in  a  generally  northeasterly 
direction,  through  Warren  to  the  Ohio  State  line,  to  be  continued 
through  Pennsylvania  to  the  Erie  road  at  or  near  Olean,  constituting  a 
new  line  of  communication  between  the  railroads  of  Ohio  and  those  of 
the  East. 


INDIANA. 


Population  in  1830,  343,031  ;  in  1840,  685,8GG ;  in  IS.OO,  988,416. 
Area  in  square  miles,  33,809 ;  inhabitants  to  square  mile,  29.23. 

The  Stjite  of  Indiana,  in  emulation  of  the  example  of  her  sister 
States,  commenced,  in  1836,  the  construction  of  an  elaborate  system  of 
internal  improvement,  of  which  a  comparatively  small  portion  only  has 
been  accomplished.  It  consisted  partly  of  canals,  and  partly  of  rail- 
roads. The  canals  proposed  wfre  the  Wabash  and  Erie,  the  Central, 
the  White  Water,  the  Terre  Haute  and  Eel  River,  and  a  canal  from 
Fort  Wayne  to  Michigan  City.  The  railroads  proposed  to  be  con- 
structed by  the  State  were  the  Madison  and  Indianapolis,  and  the 
Lafiiyelto  and  Michigan. 

The  Wabash  and  Erie  canal  is  the  most  important  of  the  works  of 
public  improvement  undertaken  in  the  State.  It  commences  at  the 
Ohio  State  line,  and  extends  to  Evansville,  on  the  Ohio  river,  a  distance 
of  three  hundred  and  seventy-nine  miles,  and  four  bundled  and  sixty- 
seven  miles  from  Toledo,  on  Lake  Erie.     When  completed,  it  will 


■ . 
if 


314 


ANDREWS     REPORT    ON 


V 


"i 


form  one  of  the  longest  lines  of  canal  in  the  world.  From  Toledo  to 
Fort  Wayne  it  has  a  depth  of  four  feet,  and  a  width  of  sixty.  Below 
this  point,  it  is  only  three  feet  deep  and  forty-five  wide.  Its  locks 
admit  boats  of  a  capacity  of  about  sixty  tons.  It  is  to  be  opened  tor 
traffic  through  its  whole  length  in  the  ensuing  spring. 

This  work  was  completed  by  the  Stale  as  far  as  Lafayette,  a  dis- 
tance of  two  hundred  and  thirty  miles  from  Toledo,  and  two  hundred 
and  forty-nine  from  the  Ohio.  When  the  State  became,  from  the  em- 
barrassment of  its  affairs,  unequal  to  its  farther  construction,  a  condi- 
tional agreement  was  made  with  the  bondholders  of  the  State  for  its 
completion  ;  the  latter  reserving  the  right  to  resume  the  work,  upon  the 
payment  of  the  sum  which  the  bondholders  had  agreed  to  receive  in 
addition  to  the  cost  of  completing  it.  It  is  believed  that  the  canal  will 
again  pass  into  the  hands  of  the  State,  by  the  ultimate  payment  of  the 
whole  of  her  debt.  Although  the  construction  of  the  canal  was  one  of 
the  causes  of  the  financial  embarrassments  of  the  State,  the  work  has 
proved  one  of  the  efficient  means  by  which  she  has  recovered  from 
them  and  reached  the  high  position  she  now  holds  as  a  leading  State  in 
the  confederacy.  As  far  as  excellence  of  soil  is  concerned,  no  State 
possesses  superior  resources.  The  canal  opened  an  outlet  lor  her  pro- 
ducts, and  gave  her  the  use  of  means,  which  up  to  its  opening  lay  dor- 
mant, from  the  difficulty  and  cost  of  reaching  a  market.  Tlie  rapid 
increase  in  the  exports  of  Indian  corn  will  illustrate  the  value  of  im- 
provements which  facilitate  tra?isportation.  The  exports  of  this  article 
from  the  Wabash  valley,  from  insignificance,  rose  to  millions  of  busliels 
in  a  very  few  years  alter  the  opening  of  the  canal ;  and  Toledo,  its 
terminus  on  Lake  Erie,  is  now  the  chief  port  of  export  for  this  article. 

Railroads  in  Indiana. 


r- 


'I 


ill 


The  failure  of  the  State  to  carry  out  her  proposed  system  of  public 
improvements,  and  the  financial  troubles  in  which  she  became  involved, 
put  an  end  for  a  time  to  all  enterprises  of  the  kind,  whether  of  a  public 
or  private  character.  Some  years  were  re{|uired  to  make  good  the 
losses  resulting  from  the  great  expansion  of  1836-37,  and  to  allow  the 
public  mind  to  recover  from  the  discouraging  influence  of  the  reverses 
sustained.  As  in  Ohio,  lapse  of  time  brought  greater  means,  a  more 
enlarged  capacity  to  superintend  and  execute  works  of  magnitude,  bet- 
ter defined  objects,  and  a  traffic  necessary  for  the  support  v>i"  extensive 
lines  of  improvement.  The  system  proposed  by  the  State  was,  in  fact, 
in  advance  of  the  conditions  recjuired  to  sustain  it.  It  anticij)ated  a 
state  of  things  which  did  not  exist.  In  commencing  the  new  move- 
ment, which  has  resulted  so  successfully,  her  people  have  followed  anrl 
not  anticipated  their  wants.  They  have  taken  up  only  such  enterpris<;s 
as  were  sanctioned  by  the  clearest  evidence  of  their  necessity,  antl 
which  could  command  sufficient  support  to  insure  success.  The  result 
has  been  uniformly  favorable ;  and  the  Stale  of  Indiana,  which  but  two 
or  three  years  since  had  hardly  a  mile  of  railroad  within  her  limits, 
now  takes  rank  with  our  leading  railroad  Slates,  and  is  soon  to  be  third 
or  fourth  in  the  extent  of  her  works.    Her  credit  and  means  have  ad- 


COLOMIAX.  AND   liAKE    TRADE. 


315 


oledo  to 
Below 
ts  locks 
ened  tor 

;e,  a  dis- 
hundred 
the  em- 
a  condi- 
te  for  its 
upon  the 
eceive  in 
[inal  will 
nt  of  the 
as  one  of 
work  has 
red  from 
r  State  in 
no  State 
her  pro- 
2;  lay  dor- 
L'lie  rapid 
j(5  of  im- 
lis  article 
if  bushels 
oledo,  its 
is  article. 


of  public 
involved, 
)f  a  public 
good  tli<^ 
allow  the 
;  reverses 
IS,  a  more 
itwde,  bet- 
extensive 
as,  in  fact, 
lieipated  a 
lew  move- 
llowcd  and 
enterprises 
'ssity,  and 
The  result 
ch  but  two 
her  limits, 
to  be  third 
3  have  ad- 


vanced with  e(^ual  pace,  and,  though  one  of  the  new  States,  she  already 
occupies  a  prominent  position  in  the  confederacy. 

There  is  no  State  in  the  Union  that  presents  so  symmetrical  a  system 
of  railroads  as  Indiana.  Nearly  all  her  great  lines  radiate  from  the 
geographical  centre  and  capital  of  the  State.  By  this  means  they  are 
all  brought  into  intimate  business  relations  with  one  another,  an  arrange- 
ment which  must  promote  to  a  great  degree  the  advantages  of  each. 
Indianapolis  is  soon  to  be  the  point  of  intersection  of  eight  important 
roads,  viz:  the  Jeffersonville,  Madison  and  Indianapolis,  Lawrenceburg 
and  Indianapolis,  Central,  Bellefontaine,  Peru,  Lafayette,  Terre  Haute, 
and  the  New  Albany  and  Salem  roads.  All  these  roads  will  be  carried, 
in  their  respective  directions,  to  the  boundary  lines  of  the  Slate.  Their 
focus  is  in  the  great  lines  of  railroad  running  Irom  the  eastern  States  to 
the  Mississippi  river,  and  from  the  Ohio  to  the  great  lakes.  It  is  impos- 
sible to  conceive  a  system  better  devised  for  the  promotion  of  the  inter- 
ests of  the  people  of  the  State,  or  of  the  railroad  companies. 

All  of  these  great  lines,  while  they  have  their  appropriate  and  ample 
belts  of  fertile,  productive,  and  well-settled  territory  for  local  traffic, 
occupy  important  routes  for  througli  business  and  travel.  The  Jeffer- 
sonvdle  opens  a  communication  between  the  central  portions  of  the  State 
with  Louisville,  the  second  city  of  the  Ohio  valley  ;  the  Madison  and 
Indianapolis  forms  a  similar  connexion  with  Madison,  an  important 
town,  favorably  situated  on  the  Ohio  river  for  commanding  the  trade 
of  the  interior ;  the  Lawrenceburg  forms  the  connecting  line  between 
Indianapolis  and  Cincinnati ;  the  Central  is  the  direct  extension,  west- 
ward, of  the  leading  lines  running  through  central  Ohio ;  the  Indiana- 
poUs  and  Bellefontaine  opens  the  outlet  to  the  great  lakes  and  the  lines 
of  road  traversing  northern  Ohio ;  the  Peru  connects  the  capital  and 
central  portions  of  the  State  with  the  Wabash  canal,  which  is  now  the 
great  couimeroial  avenue  for  the  State ;  the  Lafayette  connects  the  most 
important  town  in  the  northwestern  part  of  the  State  with  the  central 
portions,  and  will  soon  constitute  a  link  of  the  great  line  extending  to 
Chicago ;  the  Terre  Haute  is  the  connecting  line  between  the  railroad 
system  of  the  State  and  St.  Louis  and  the  railroads  of  Illinois;  the  New 
Albany  and  Salem  will  connect  the  cities  of  Louisville  and  New  Albany, 
and  the  lower  portions  of  the  State,  with  the  interior,  by  a  line  lying  to 
west  of  the  Jeflersonville  road,  and  will  also  constitute  an  unbroken  line 
of  some  two  hundred  and  eighty-five  miles  between  Lake  Michigan  and 
the  Ohio  river. 

With  the  exception  of  the  New  Albany  and  Salem,  all  the  above  roads 
having  the  same  general  direction  may  be  said  to  be  complements  of 
each  other.  The  Central  and  the  Terre  Haute  roads  constitute,  in  a 
business  and  commercial  point  of  view,  one  line ;  so  with  the  Lawrence- 
burg and  Lafayette,  and  the  Jeflersonville  and  Peru.  In  this  manner, 
a  system  of  railroads  will  be  found  adapted  to  promote  the  highest  good 
of  all  the  members  to  it,  and  to  develop  to  the  utmost  the  wealth  and 
resources  of  the  State,  and  at  the  same  time  fitted  to  become  a  portion 
of  a  still  wider  system  embracing  the  whole  country. 

The  system  we  have  described  occupies  an  area  in  the  central  por- 
tions of  the  State  about  one  hundred  and  fifty  miles  square.  In  length 
of  line  and  relative  importance,  there  is  great  uniformity  in  the  various 


f    I 


t  !i 


Mii 


316 


ANDREWS      REPORT   ON 


i 


I 


r 


roads  that  compose  it.  They  nil  occupy  favorable  routes ;  are  all  cal- 
culiited  to  benefit  each  other ;  and  will  be  rivals  lor  the  same  trade  in 
a  sligiit  degree  only.  The  northern  and  southern  portions  of  the  State 
will  also  be  well  supplied  with  railroad  accommodations.  In  the 
southern  portion,  tlie  most  important  road  in  progress  is  the  Ohio  and 
Mississippi,  which  traverses  it  from  east  to  west.  This  work  has  already 
been  sulHciently  noticed  under  "the  railroads  of  Ohio."  The  south- 
western corner  of  the  State  is  traversed  by  the  Evansville  and  Illinois 
road,  which  is  already  completed  to  Princeton,  and  is  in  progress  to 
Terre  Haute.  When  this  last  point  is  reached,  a  connexion  will  be 
formed  with  the  Central  system,  whicii  will  bo  brought  into  communi- 
cation with  Evansville,  the  most  important  and  flourishing  town  upon 
the  lower  Ohio,  and  also  with  a  railroad  now  in  progress  leading  fioin 
Henderson,  upon  the  opposite  bank  of  the  river,  in  Kentucky,  to  Nash- 
ville, Tennessee,  in  order  to  connect  with  the  roads  terminating  in  that 
city. 

The  New  Albany  and  Salem  road  is  an  important  work  for  southern 
Indiana.  At  or  near  Orleans  it  will  form  a  connexion  with  the  Ohio 
and  Mississippi  railroad,  and  will  thus  constitute  a  convenient  and  direct 
route  between  the  cities  of  New  Albany,  Louisville,  and  St.  Louis. 
This  road  will  also  supply  railroad  accomodations  to  an  extensive  and 
important,  but  comparatively  isolated  portion  of  western  Indiana.  In 
the  northern  part  of  the  State,  it  will  perform  a  still  more  important 
office  in  opening,  and  that  shortly,  a  communication  between  the  cen- 
tral and  northern  portions  of  Indiana  and  the  city  of  Chicago.  The  line 
of  this  road  extends  from  New  Albany  to  Michigan  City,  (with  a  branch 
to  Indianapolis)  and  thence  to  Chicago,  making  its  entire  length  about 
three  hundred  and  fifteen  miles.  A  part  of  this  line  will  be  composed 
of  the  Cra\vf()rdsville  and  Wabash  road,  which  has  been  merged  m  the 
former.  Three  distinct  portions  of  it  are  in  operation,  viz:  fiom  New 
Albany  to  Orleans  ;  from  Crawf()rdsville  to  Ijafayctte  ;  and  from  Michi- 
gan City  to  Chicago.  The  unfinished  portion  is  well  advanced,  and 
much  of  it  will  be  finished  before  1853,  when  the  whole  will  be  com- 
pleted. 

An  important  work  in  the  northern  part  of  the  State  is  the  Indiana 
Northern  road,  and  which  will  be  noticed  with  the  Michigan  Southern 
road,  of  which  it  forms  a  part.  Tliese  two  roads  constitute  a  leading 
line,  as  they  unite  the  most  southerly  portions  of  Lakes  Erie  and  Michi- 
gan, two  important  points  in  the  geography  and  commerce  of  the 
country.  The  great  lakes  occupy  a  basin  extending  500  miles  from 
north  to  south,  and  oppose  an  insuperable  barrier  to  the  direct  extension 
westward  of  the  lines  from  the  northern  States.  All  these  arc  deflected 
southwardly,  to  avoid  Lake  Michigan.  Such  is  the  fact  with  a  large 
number  of  roads  in  reference  to  Lake  Erie  ;  consequently,  a  line  con- 
necting the  southern  shores  of  these  lakes  cannot  fiiilto  be  a  work  of  the 
first  importance,  not  only  to  the  travel  and  commerce  of  the  country, 
but  to  its  business  and  revenues.  The  great  favor  with  whicli  this  pro- 
ject is  regarded  by  the  public  is  undoubtedly  due  in  part  to  the  above 
considerations.  The  Northern  Indiana  road  traverses  a  portion  of  the 
State  celebrated  for  its  fertility,  which  will  secure  to  it  a  large  local,  as 
well  as  through  traffic. 


i 


COLONIAL   AND    LAKE    TRADK. 


317 


all  cal- 
rade  in 
e  State 
In  the 
)io  and 
ilrcady 
south- 
Illinois 


Among  the  proposed  roads,  probably  the  most  important  is  thr^  Wa- 
bash Valley  line,  which  is  to  extend  to  Toledo,  Ohio,  to  the  bounditry 
line  of  Illinois.  A  glance  at  the  accompanj'ing  map  will  convey  a 
better  idea  of  the  value  ot"  such  a  work,  and  the  intimate  relation  it 
will  bear  to  the  commerce  and  travel  of  the  country,  than  any  attempted 
description.  It  will  be  seen  that  Toledo  is  the  most  salient  point  on 
Lake  Erie  for  all  the  country  lying  to  the  west  and  southwest  of  it. 
It  has  already  become  a  place  of  great  commerce,  by  means  of  the 
Wabash  canal,  and  must  always  be  a  leading  point  in  the  routes  both 
of  business  and  travel.  A  line  of  railroad  connecting  Toledo  and  8t. 
Louis  would  coincide  for  a  loi;g  distance  with  the  course  of  the  Wa- 
bash river.  The  valley  of  this  river  is  celebrated  f()r  its  fertility,  and 
is  filled  with  large  and  flourishing  towns,  which  owe  their  existence  and 
traflic  to  the  canal,  and  are  the  depots  of  trade  ff)r  the  surrounding 
country.  In  this  manner  an  ample  business  has  been  already  devel- 
oped tor  the  support  of  a  first-class  railroad. 

Another  important  project  is  the  projected  road  from  Fort  Wayne  to 
Chicago.  This  is  proposed  as  the  legitimate  extension  of  the  Ohio  and 
Indiana  railroad,  which  has  already  been  noticed  under  the  roads  of  Ohio. 
These  roads  would  constitute  a  direct  line  between  the  great  city  of 
the  Northwest  and  the  railroads  of  central  Ohio.  The  importanct^  of 
such  an  avimue  must  be  apparent  upon  the  slightest  examination  of 
the  probable  routes  of  trav{>l  and  trade  in  the  West.  The  great  tide  of 
emigration  which  is  flowing  thither  from  the  middle  States  and  Ohio  is 
directed  upon  Chicago,  which  is  the  great  point  of  its  distribution  over 
the  unoccupied  lands  of  the  new  States.  This  city  must  also  become 
an  iinoortant  business  and  conunercial  point  f()r  all  the  western  Slates. 
The  above  line  is  also  regarded  as  the  appropriate  extension  to  Cliicago 
of  the  great  Philadel[)hia  and  Balliuiore  lines,  which  will  be  extended 
to  the  eastern  terminus  of  the  f()rmer,  in  central  Ohio. 

An  important  road  is  in  progress,  commencing  at  Richmond,  the 
western  terminus  of  the  Dayton  and  Western,  and  Hamilton  and  Katon 
roads,  and  extending  to  the  Wabash  river,  at  Logansport,  which  it  is 
intended  ultimately  to  carry  li)rward  to  Chicago.  As  a  through-route, 
its  object  is  to  connect  Cincinnati  anti  Chicago.  Locally,  it  may  be 
regartled  as  a  Cincinnati  road,  penetrating  a  very  rich  and  productive 
section  of  the  State.  It  is  under  contract  from  Richmond  to  the  Wa- 
bash, by  way  of  Newcastle.  It  will  be  seen  that,  for  the  country  tra- 
versed, it  will  constitute  a  very  direct  and  convenient  outlet  to  its  great 
market,  Cincinnati ;  and  it  is  so  situated  as  to  command,  to  a  great  ex- 
tent, the  tralhc  of  the  territory  lying  to  the  north  of  its  line.  'JMie  route 
C reposed  by  this  road,  it  is  believed,  will  constitute  the  shortest  route 
etwecn  Cincinnati  and  Chicago. 

It  is  also  proposed  to  construct  a  branch  from  the  Jeffersonville  road, 
commencing  at  or  near  Columbus,  and  extending  as  flu  north  as  Union, 
the  eastern  terminus  of  the  Indianapolis  and  Bellef()ntaine  road,  and 
probably  to  Fort  Wayne.  This  extension  is  favored  by  the  city  of 
Louisville,  Kentucky,  as  affording  means  of  connecting  herself  with 
the  roads  running  east  and  west  through  Ohio,  and  of  securing  a  por- 
tion of  their  trade  and  travel,  which  otherwise  would  be  drawn  to  Cin- 
ciimati. 


1   ;. 


fii 


318 


ANDREWS      REPORT    ON 


The  branch  to  Fort  Wayne  would  probably  run  through  Muncie,  on 
the  Bcllefontaine  road,  and  in  this  manner  a  connexion  would  be  formed 
between  Fort  Wayne  and  Indianapolis.  The  route  for  such  a  road  has 
been  surveyed  and  found  favorable,  and  active  measures  are  in  progress 
to  raise  the  necessary  means  for  its  construction. 

The  above  are  the  leading  projects  of  tlie  State.  There  are  several 
others  of  minor  consequence,  among  which  may  be  named  the  Shelby- 
ville,  Knightstown,  and  Rushville  branches.  There  are  others  pro- 
posed, but  not  sufficiently  advanced  to  call  for  particular  notice. 


MicmoAN. 


I  , 


U:    ? 


Population  in  1830,  (Territory,)  31,639;  in  1840,  212,267;  in 
1850,  397,654.  Area  in  square  miles,  56,243 :  inhabitants  to  square 
mile,  7.07. 

The  StiUe  of  Michigan,  so  early  as  1836,  while  in  her  very  infancy, 
matured  and  commonced  an  elaborate  system  of  internal  improvements, 
by  means  of  railroads  and  canals.  Of  the  latter  none  have  been  con- 
structed :  in  fact,  they  were  hardly  commenced.  Of  the  great  lines  of 
railroads,  two,  the  most  important,  have  been  completed,  with  some  de- 
viation from  the  original  plans. 

1.  The  Michigan  Central  railroad  commences  at  Detroit,  and  runs 
generally  in  a  western  direction,  to  Lak^  Michigan.  It  is  then  de- 
flected southward  and  carried  around  the  southern  shore  of  Lake 
Michigan  to  Chicago,  the  whole  length  of  line  being  282  miles.  It 
was  completed  to  Lake  Michigan,  at  New  Buffalo,  two  or  three  years 
since,  but  was  extended  to  Chicago  within  a  few  months  only.  This 
work  is  in  every  point  of  view  most  important,  saving  the  necessity  ot 
a  long  and  expensive  detour  by  way  of  Mackinaw,  in  travelling  from 
east  to  west,  and  having  proved  of  great  convenience  to  the  travelling 
and.  business  public.  This  road  was  commenced  by  the  State  of  Michi- 
gan, under  whose  auspices  about  125  miles  of  the  eastern  portion  of  it 
were  constructed.  The  State  becoming  embarrassed  in  consequence 
of  the  injudicious  management  of  her  affairs,  the  road  was  sold  to  a 
private  company  in  the  latter  part  of  1846,  by  whom  the  work  of  con- 
struction was  immediately  resumed,  and  prosecuted  with  great  vigor  to 
its  termination,  at  Chicago.  Since  its  completion  it  has  proved  very 
productive.  Its  importance  as  a  great  through-link  between  the  East 
and  the  West  will  be  greatly  increased  by  the  consti  uction  of  the  great 
Western  railroad  ot"  Canada,  which  will  be  completed  during  the  coming 
year.  When  that  road  shall  be  opened,  a  direct  route,  in  connexion 
with  the  above  roads,  will  be  afforded  to  the  travel  from  the  eastern 
States  to  Chicago,  the  great  central  point  of  the  northwestern  trade  and 
travel. 

2.  Michigan  Southern  Railroad. — Like  the  Central  road,  the  Michigan 
Southern  was  tormerly  a  State  work,  and  as  such  was  opened  to  Adrian, 
36  miles  from  Monroe,  its  eastern  terminus.  On  the  failure  of  the  State, 
its  farther  progress  was  abandoned ;  but  alter  a  lapse  of  some  years  it 
was  sold  to  a  private  company,  by  whom  it  has,  in  connexion  with  the 


COLOmAL  AND  LAKE  TRADB. 


319 


lO- 


Indiana  Northern  road,  been  recently  extended  to  Chicago.  The  dis- 
tance between  the  termini  is  243  miles.  It  was  originally  intended  to 
carry  this  road  through  the  southern  tier  of  counties  to  New  Bufliilo; 
but  this  plan  was  abandoned  by  the  present  company,  and,  alter  run- 
ning about  130  miles  in  Michigan,  the  line  was  deflected  into  Indiana, 
and  on  this  portion  constructed  under  a  charter  granted  by  that  State. 
This  road  is  also  connected  with  Toledo,  on  Lake  Erie,  und  will  be 
shortly  connected  with  the  railroads  otOhio;  and  it  may  be  confidently 
expected  that  by  the  first  of  January  next  a  continuous  line  of  railrond 
will  exist  from  New  York  to  Chicago,  a  distance  of  nearly  1,000  miles. 
The  Michigan  Southern  and  Indiana  Northern  may  both  be  regarded  as 
belonging  to  one  interest,  and  as  forming  in  fact  one  line.  Though  re- 
cently o[)ened  lor  business,  its  prospects  are  very  ihvorable.  In  the 
hands  of  its  p/esent  managers,  it  has  been  prosecuted  with  energy  and 
success;  and,  as  the  general  direction  of  its  line  coincides  with  the 
southern  shores  of  Lakes  Erie  and  Michigan,  it  is  difficult  to  find  a 
more  important  line  of  road.  Its  success  since  its  opening  fully  justi- 
fies the  sagacity  and  foresight  of  the  parties  by  whom  its  extension  was 
planned  and  executed. 

The  local  trade  both  of  the  Central  and  Southern  roads  is  supplied 
by  an  ample  belt  of  fertile,  well-settled  and  highly  productive  country, 
which  alone  would  yield  sufficient  support,  entirely  independent  of 
through  traffic.  Both  are  intended  to  l()rm  important  parts  of  inde- 
pendcsnt  through-routes  from  Boston  and  New  York  to  Chicago — one 
on  the  north,  the  other  on  the  south  shore  of  Lake  Erie — and  must 
become  intimately  identified  with  important  routes  of  commerce  and 
travel. 

A  railroad  from  Green  Bay  to  Lake  Superior  is  an  important  pro- 
ject, and  will  prove  of  great  convenience  to  the  riiining  districts  on  the 
southern  shores  of  the  latter,  which  for  a  considerable  portion  of  the 
year  are  inaccessible.  This  work  is  indispensable  to  the  proper  devel- 
opment of  the  vast  mineral  resources  of  that  great  region.  Its  route  is 
the  best  that  could  be  adopted  for  immediate  exigencies.  The  line  of 
the  road  is  under  survey;  and  it  is  believed  that  its  construction  will 
be  "mmediately  commenced,  an  amount  of  business  being  already  de- 
veloped on  its  northern  terminus  sufficient  to  furnish  a  considerable 
traffic. 

A  road  is  also  proposed,  and  will,  undoubtedly,  in  a  lev/  years  be 
constructed,  extending  from  Detroit  to  Toledo,  with  a  view  to  enable 
the  Great  Western  railroau  ol  Canada  to  form  a  connexion  with  the 
lines  of  the  United  States. 


ILLINOIS. 


Population  in  1830,  157,445;  in  1840,  476,io3,  in  1850,851,470. 
Area  in  square  miles,  55,405;  inhabitants  to  the  square  mile,  15.36. 

There  is  a  remarkable  similarity  between  the  histories  of  the  Slates 
of  Indiana  and  Illinois,  so  far  as  their  respective  systems  of  internal 
improvements  are  corcorned.     Both  systems  were  conmienced  about 


320 


ANDREWS*     REPORT   ON 


I 


the  same  period ;  both  States  hccnmo  involved  in  similar  financial  em- 
barrassments ;  and  both  abandoned  the  prosecution  of  their  respective 
works — most  of  which  have  been  either  discontinued  entircd}',  or  have 
passcid  into  private  hands.  While  this  parallel  exists  between  the  two, 
Illinois  labored  under  the  disadvantage  of  being  a  much  newer  State, 
possessing  smaller  means,  and  consequently  requiring  a  longer  time  to 
recover  from  her  embarrassments.  As  in  her  first  efforts  she  imitated 
the  examples  of  Ohio  and  Indiana,  so  she  is  again  following  closely  in 
their  footsteps,  in  the  new  career  upon  which  she  has  just  entered. 

The  lUinoix  and  Michigan  Canal. — This  canal  is  almost  the  only  im- 
provement which  Illinois  has  to  show  flir  the  vast  debt  she  has  incurred 
for  her  public  works.  It  has  passed  into  the  hands  of  her  bond-holders, 
and  lias  been  completed  by  them  in  a  manner  very  similar  to  its  kindred 
work,  th(^  Wabash  and  Erie  canal.  It  extends  from  Chicago  to  Peru, 
at  the  head  of  navigation  on  the  Illinois  river.  It  was  commerced  in 
1836,  and  completed  in  1848.  It  is  60  feet  wide,  and  0  feet  deep. 
The  locks  have  a  capacity  for  boats  of  150  tons.  Its  length  is  100 
miles,  and  its  summit-level  is  8  feet  only  above  Lake  Michigan.  The 
original  plan  was  to  feed  it  directly  from  the  lake;  but  as  this  involved 
a  very  largo  expenditure,  it  was  abandoned. 

The  canal  was  opened  in  the  fall  of  1848,  since  which  time  it  has 
done  a  successful  business.  Like  the  Wabash  canal,  its  direction  coin- 
cides with  the  usual  route  of  commerce  and  travel.  It  is  hardly  possi- 
ble to  conceive  a  more  favorable  route  for  such  a  work.  It  connects 
the  lakes  with  the  navigable  waters  of  the  Mississippi  at  their  nearest 
approach  to  each  other.  Between  these  great  water-courses  an  im- 
mense trade  must  always  exist.  The  former  penetrates  high  northern 
regions,  and  the  latter  traverses  a  country  abounding  in  many  tropical 
productions.  With  the  canal  they  constitute  a  natural  route  of  com- 
merce ;  and  as  the  eastern  are  the  great  markets  for  the  products  of 
the  western  States,  this  work  must  form  one  of  the  leading  channels  of 
commerce  between  these  two  divisions  of  the  country.  All  that  was 
wanting  to  secure  a  large  portion  of  the  products  of  the  Nortlnvest  to 
the  lake  and  Erie  canal  routes  was  an  outlet  for  them.  This  the  Illi- 
nois canal  first  supplied.  The  effect  of  its  opening  has  been,  in  fact, 
to  turn  an  immense  tide  of  business  from  its  old  channel,  by  the  Missis- 
sippi rivfr,  to  the  new  one  by  the  lakes. 

The  inffuenceof  this  work  is  already  seen  in  the  impulse  it  has  given 
to  the  growth  and  trade  of  Chicago;  in  the  change  it  has  eflJjcted  in 
the  direction  of  the  products  of  Illinois^  and  other  western  States,  to 
market,  and  of  merchandise  imported  into  the  same  sections  of  country. 

Were  its  capacity  equal  to  the  business  which  will  soon  be  thrown 
upon  it,  and  were  the  Illinois  and  Mississippi  navigable  at  all  seasons 
of  the  year,  there  can  be  no  doubt  that  the  canal  Would  be  able  to  en- 
gross a  large  portion  of  the  trade  of  the  country  west  and  southwest 
of  Lake  Michigan,  and  north  of  the  Ohio  and  Missouri  rivers.  As  it 
is,  it  is  preparing  the  way  for  a  great  diversion  of  that  trade  to  the 
lakes  and  the  northern  route.  The  railroads  now  in  progress  in  Illi- 
nois will  soon  come  to  its  aid,  and  supply  the  want  of  an  uninterrupted 
navigation  in  the  western  rivers. 


COLONIAL   AND  LAKE    TRADE. 


321 


Railroads  in  Illinois. 

The  system  of  Improvcmonts  first  proposed  by  tlic  State  in  ei,uiit(;en 
hundred  iind  tliirty-six  contenij)l;ited  a  very  lur^e  number  of  rail- 
roads, traversiiiir  every  portion  of  the  Stale.  The  more  important 
of  these  were  th<i  Ilhnois  Central,  the  Edwardsville  and  Sliavvnee- 
town,  tlie  Quinvj  and  Danville,  the  Alton  and  Terrc  Haute;,  the 
Mount  Carniel  and  Alton,  and  the  Peoria  and  Warsaw  roads.  After 
the  expenditure  of  large  sums  upon  these  lines  they  were  all  ultimately 
abandoned,  and  the  improvements  made  have  mostly  faUen  into  the 
hands  of  private  companies.  No  portion  of  any  of  the  lines  eonnnenced 
has  been  opened,  with  the  exception  of  the  link  in  the  Quincy  and 
Danville  railroad,  extending  from  Springfield  to  the  Illinois  river.  With 
a  few  exceptions,  the  work  done  upon  the  various  proposed  lines  is  of 
little  value  to  the  companies  which  have  resumed  their  construction. 

The  recent  railroad  movement  in  Illinois  dates  only  two  or  three 
years  prior  to  the  present  time.  It  has  the  same  general  character  as 
those  aln^ady  noted  in  Ohio  and  Indiana.  The  construction  of  roads 
in  this  State yo//oM".s'  instead  lA' nnliripafing  the  wants  of  the  community, 
and  proceeds  in  a  legitimate  and  business-like  manner,  wliich  promises  . 
llie  most  satisfactory  results. 

The  State  of  Illinois  is  one  of  the  largest  States  of  the  confederation 
in  area,  and  probably  is  unsurpassed  by  any  in  the  extent  of  lier  re- 
sources. Over  her  whole  surface  she  has  a  soil  of  inexhaustible  ler- 
tilit3S  a  large  portion  of  which  covers  vast  beds  of  coal,  in  connexion 
with  an  abundant  supply  of  iron  ore.  The  richness  of  her  lead  mines 
is  well  known.  Her  commercial  advantages  are  ecpial  to  those  of 
any  western  State.  Upon  her  western  boundary  is  the  Mississii)pi  river ; 
upon  her  sonthern,  and  a  large  portion  of  her  eastern  border,  are  the 
Ohio  and  Wal^ash.  The  northern  part  of  tlx;  State  is  washed  by  Lake 
Michig.'ui,  which,  is  accessible  by  ships  of  three  hundred  tons  burden 
from  the  ocean.  Iler  central  portions  are  penetrated  by  the  Illinois 
river,  one  of  the  most  favorable  in  the  West  for  the  purposes  of 
navigation.  All  these  water-courses  ailbrd  convenient  outlets  tor  the 
products  of  li(;r  soil,  and  contribute  incalculably  to  her  prosperity. 

The  city  of  Chicago  has  now  become,  and  must  always  remain,  the 
emporium  of  the  State.  It  is  the  great  ])ivot  upon  which  the  rail- 
road system  of  the  State  turns.  Most  of  the  lines  in  progress  are 
constructed  with  express  reference  to  this  point.  All  running  in  a 
northerly  and  southerly  direction  look  to  that  city  as  the  northern 
terminus.  The  same  may  be  said  of  those  traversing  the  northern 
portion  of  the  State;  in  an  easterly  and  westerly  direction.  The  princi- 
pal exceptions  to  this  rule  arc  the  Ohio  and  Mississippi  railroad,  run- 
ning firom  Cincinnati  to  St.  Louis,  the  Terre  Haute  and  Alton  railroad, 
and  the  proposed  roads  from  Peoria  and  Springfield  to  Lafayette,  in 
Indiana.  There  will  undoubtedly  bo  other  roads  constructed  in  differ- 
ent portions  of  the  State,  having  no  direct  reference  to  Chicago ;  but 
such  only  are  referred  to  as  are  already  in  progress. 

The  great  line,  traversing  the  State  from  north  to  south,  will  be  the 
Illinois  Central  railroad.     This  road  was  commenced  by  the  State  in 
1837,  but  was  soon  abandoned,  with  all  other  projects  of  a  similai" 
21 


111 


|!E 


322 


ANDREWS'    RBPORT   ON 


f 


character.  It  commences  at  Cairo,  at  the  junction  of  the  Ohio  and 
Mississij)pi  rivcTs ;  and,  after  running  in  nearly  a  direct  northerly  course 
for  about  120  miles,  divides  into  two  branches,  om;  branch  running  to 
the  (ixlremc  northwest  corner  of  the  State,  by  way  of  Peru,  on  tho 
Illinois  riv»;r;  ami  tho  other  in  a  very  direct  course  to  Chicago.  Its 
whole  length  will  be  700  miles — a  greater  extent  of  line  than  any  other 
chartered  line  in  the  United  States.  The  construction  of  this  road  is 
secured  by  recent  munificent  grants  of  lands  by  the  general  govern- 
ment, which  amount  to  2,500,000  acres,  most  of  which  lie  upon  the 
immediate  line  of  the  road.  The  road  will  be  com[)leted  in  about  four 
years  from  the  present  time ;  and,  when  constructed,  will  constitute  a 
grand  central  avenue  through  the  State,  from  north  to  south,  which 
must  in  the  end  become  the  trunk  of  many  connecting  and  dependent 
roads. 

The  progress  made  by  the  Central  road,  and  the  certainty  of  its 
early  completion,  has  given  a  great  impulse  to  the  public  sentiment  of 
tlin  State  in  favor  of  similar  projects.  Numerous  lines  are  in  progress 
or  projected  in  every  portion  of  it.  The  line  itself  will  supply  a  vast 
amount  of  railroad  accommodation  to  the  people  of  Illinois.  As  a 
State  work  it  is  a  magnificent  project.  It  is  equally  conspicuous  as  a 
part  of  a  great  national  line.  In  connexion  with  the  Mobile  and  Ohio 
railroad  it  forms  a  direct  and  uniform  line  of  railroad,  extending  north 
and  south  tor  a  distance  of  more  than  900  miles,  traversing,  in  this  dis- 
tance, great  varieties  of  climate  and  production.  By  taking  the  above 
route  a  traveller  may  pass  from  latitude  29'^  to  42"^  north  in  a  little 
more  than  24  hours.  A  road  possessing  such  advantages  cannot  fail 
to  command  an  immense  traflic  and  travel,  in  addition  to  its  local  re- 
sources. 

With  the  exception  of  the  Central  railroad,  most  of  the  great  routes 
of  travel  and  commerce  through  the  State  must  run  liom  cast  to  west. 
The  more  important  of  these  are  the  following : 

Gal'  mi  (ind  Chicago. — This  is  the  longest  line  of  railroad  in  operation 
in  '^'o  State.  It  is  now  completed  to  Rockford,  a  distance  of  95 
miles.  At  Freeport,  124  miles  from  Chicago,  it  will  form  a  junction 
with  the  Illinois  Central  road,  by  which  it  will  be  carried  fljrward  to 
Galena,  180  miles  from  its  eastern  terminus.  Tliis  road  has  been  one 
of  the  most  successful  and  productive  works  of  the  kind  in  the  United 
States.  It  was  not  embraced  in  the  original  system  marked  out  by 
the  State ;  and  affords  a  striking  illustration  of  the  wisdom  of  adapting 
railroad  projects  to  the  known  wants  of  business,  rather  than  of  at- 
tempting to  anticipate  such  wants  by  the  construction  of  a  system 
founded  on  doubtful  contingencies. 

The  easterly  portion  of  the  above  line  forms  the  trunk  in  tWO  other 
roads,  one  of  which,  the  St.  Charles  branch,  extends  f.-om  its  junction 
with  the  Galena  and  Chicago  road,  in  a  very  direct  course,  to  the 
Mississippi  river,  at  Albany;  and  the  otlier,  the  Aurora  br;inch,  which 
is  under  contract,  to  Galesburg,  (the  northerly  point  on  the  Peoria 
and  Oijuavvka  railroad,)  a  distance  of  about  125  miles.  'I'his  road 
will  be  carried  still  furllier,  in  a  sonlliwesKM-ly  direelioii  to  (iuincy, 
b}'  iiic;ins  of  the  Central  Milil:irv  Triicl  ;ind  tlu!  Noitiiern  Cross 
roads,  also  in   progress  of  construction.     The  distance  lioui  Quincy  to 


I 


COLONIAL   AND   LAKE   TRADE. 


323 


Grilrsburg,  by  the  nbovc  rood,  is  about  120  miles,  m!ikin«T  tbc  entire 
dist.'inco  between  Chicago  and  (^uiney  about  280  miles.  It  is  under- 
stood that  the  Miehigan  Central  railroad  will  extend  eflieicnt  aid  to  the 
last  named  line. 

Tlie  (lalcna  and  Cliieago  railroad  lins  exerted  a  very  deeided  influ- 
enee  in  j)romoting  tiu;  growth  of  the;  city  of  Chicago,  which  advanced 
in  population  troin  4,470  to  40,000  from  1840  to  1852. 

Itock  Island  nnd  Chicago  railroad. — This  road  l()llows  the  valley  of 
the  Illinois  and  its  branches,  Irom  Chicago  to  Peru,  a  distance  of  100 
miles  ;  from  which  place  it  takes  a  more  westerly  direction,  to  Rock 
island,  a  distance  of  eighty  miles,  making  the  whole  length  of  line  180 
miles.  The  tirst  division  to  Peru  will  be  completed  by  the  first  of 
January  next,  and  the  whole  in  season  for  the  winter  business  of  1853. 
It  is,  in  many  respects,  an  important  line.  It  will  connect  Chicago  with 
the  head  of  navigation  on  tbc  Illinois  riv(!r,  between  whicli  points 
an  immense  travel  and  trade  must  always  exist.  It  has  the  great 
advantage  of  striking  the  Mississippi  river  upon  the  same  parallel  of 
latitude  with  the  southern  shores  of  Lakes  Erie  and  Micliigan,  and  at 
thf;  best  point  l()r  bridging  that  river  below  St.  Anthony's  Falls.  Uock 
island  is  very  nearly  in  the  same  parallel  with  Council  BluH's,  the  pro- 
posed point  lJ)r  carrying  a  railn)a(l  across  the  Missouri,  running  west- 
ward toward  the  Rocky  mountains.  The  grade  and  curves  of  this  road 
are  favorable,  and  it  will  nndtmbtcdly  become  one  of  the  most  important 
avemies  of  trade  and  travel  ext(!nding  westward  from  Cliicago.  The 
means  lor  its  construction  are  lurnished  chiefly  by  eastern  capitalists, 
who  took  up  the  project  on  account  of  the  strenglii  of  its  position. 

Peoria  and  Oquaivla  railroad. — The  next  line  of  railroad  travers- 
ing the  State,  from  east  to  west,  is  the  Peoria  and  Ociuawka,  commenc- 
ing at  the  Mississippi  river  opposite  Burlingtf>n,  the  largest  and  most 
commercial  town  in  Iowa,  antl  ruiuiing  to  Peoria,  on  the  Illinois  river. 
Th(!  distance;  between  tlu;  two  points  is  about  80  miles.  From  Peoria 
it  is  proposed  to  extend  this  road  easterly,  striking  the  Wabash  valley 
at  Lafayette,  or  at  Logansport,  or  at  both  these  places.  The  first 
division  only  of  this  great  line,  extending  from  the  Mississippi  to  the 
Illinois,  is  in  progress.  But  when  the  importance  of  the  proposed  ex- 
tension is  considered,  and  the  relation  it  will  sustain  to  the  railroads  of 
the  States  lying  eastward,  no  doubt  can  be  entertained  of  its  commence- 
ment and  construction  at  no  distant  day. 

Northern  Cross  railroad. — This  name  is  usually  applied  to  the  line  of 
road  commencing  at  Quincy,  on  the  Mississippi  river,  extending  to  the 
Indiana  State  line  near  Danville,  Illinois,  and  running  through  Naples, 
Springfield,  and  Decatur.  This  is  one  of  the  projects  embraced  in  the 
State  system  of  improvements  ;  and  upon  it  a  nnich  larger  amount  of 
work  was  done  than  upon  any  other  line.  The  work  executed  by 
the  State  has  since  passed  into  the  hands  of  private  companies,  by  one 
of  which  the  portion  of  the  line  extending  from  Springfield,  th(;  capital 
of  the  State,  to  the  Illinois  river,  and  connnonly  known  as  tlie  Spring- 
field and  Mercdosia  railroad,  has  been  (•omi)let((l.  The  poilion  of 
the  alM)\(;  lin(!  from  (^uiney  1i>  ihe  Illinois  is  also  in  proLiri'SS,  by 
aiioilier  eompiiiiy.  From  Spiinglield  e;isl\\;iiil,  ihe  work  ol'  eoiislnie- 
tion  is  also   about  to   be  resunjcd.     From   Uecalur,  two  branches  will 


:m 


324 


ANDREWS      REPORT   ON 


j)n)l)iil)ly  ho  cnnstructrd,  our  extending  to  Tcrrc  Iliiuto,  nnd  the  otiior 
in  a  more  noillicily  direction  towards  lialiiyette  It  may  he  stated, 
that  th(!  westerly  division  of  this  road,  extending  from  (^niney  !•>  (May- 
ton,  will  torn)  thf!  h;is(!  ot"  the  liiK^  of  railroads  now  in  prognss  to 
Clii(M!fo,  nnder  the  liih;  of  the  Central  Military  Tract  and  Aurora 
Jiraneli  railroads,  already  n-ierred  to. 

Alton  (tiid  Siiiiiramon  nii/rotnl. — This  important  line  of  railroad  ex- 
tends from  Alton  to  »Sj)rin;j[lield,  tlu!  eapital  ol"  the  Stiite,  a  distanei;  of 
72  mill's.  It  has  heen  recently  opiuied  i()r  husint.-ss.  It  lianis  an 
U[»proj)riate  outlet  from  the  central  portions  of  the  State  to  the  Missis- 
sip[)i  river.  Its  local  eonsctpicnei^  is  greatly  increased  hy  tlie  prospect 
of  its  hecoming  a  link  in  the  line  of  railroad  lidm  C'liicau;!)  t(t  Alton  and 
St.  Louis.  ]ly  relerenec;  to  the  annexed  map,  it  will  h(?  seen  tiiat 
Sprinufield  lies  very  nearly  on  a  direct  line  helween  the  ahove  cities. 
'J'lie  division  of  this  line  from  ^^^jringficld  to  iUoomington  is  already 
under  contract,  from  whence  it  will  he  carried  direct  to  (Chicago,  or 
unite  with  the  IJock  Ishmd  road  at  Morris.  'I'lii.s  connexion  would 
f«»rm  a  very  direct  and  cr)nvcnient  route  hetween  the  termini  named. 
The  cities  of  Chicago  and  iSl.  J^onis  will  prohahly  always  reni;iii  (with 
the  exception  of  (Mnciiniaii)  tla^  great  cities  of  the  West ;  and  the  line 
that  will  connect  them  possesses,  to  a  certain  extent,  a  niitional  im- 
j)orlance.  The  lact  that  it  connects  Lak(;  Michigan  with  the  Missis- 
sippi on  a  great  and  t'onvcnient  route  of  travel  helween  them,  cannot 
lad  to  give  it  rank  among  our  leading  works. 

In  the  central  portion  of  Illinois  are  several  lini's  having  a  general 
eastern  and  western  direction.  Among  iIk;  more  iniporliint  ot'  tliest; 
may  he  named  the  Western  and  Atlantic,  the  Terre  Haute  and  Alton, 
and  a  road  liom  Terre  Haute  to  Sjiringfield,  the  capital  of  the  State. 

The  Atlantic  and  Mississippi  road  is  now  the  only  link  wanting  in  a 
great  chain  ol'  railroads  extending  ir(»ni  Si.  Louis  lo  the  Atlantic.  Its 
hne  is  identical  with  the  convenient  route  hetween  that  iind  all  tin; 
leading  caslern  cities.  It  m;iy  he  reuarded  as  the  }fississiiijii  trunk  of 
all  the  loads  in  central  Otiio  and  Indiana  running  east  and  wi'st.  The 
iniporianc(^  of  this  road  to  the  general  system  of  the  counlry  is  well 
shown  hy  the  accomjianying  map.  Tiie  city  of  St.  Louis  is  one  oi  the 
grcMt  depots  ol"  trade  in  the  interior,  hetween  which  and  the  Athintic^ 
cities  tlieie  exists  a  va>t  conimer(;e  and  travel.  As  a  through-route, 
there  is  none  in  the  eoiiiitry  oilt'ring  hetter  prosi)cets  of  ;i  hu;rativ<! 
trallic.  It  is  n  g.-irdi d  with  gn.^at  favor  hy  the  jtuhlic,  and  ther(>  can  he 
no  donhl  th;it  its  slock  will  he  eiigeily  sought  hy  e.islcrn  capitalists. 
The  whole  line  will  he  plac(.'d  immediately  under  contract  l()r  comple- 
tion, within  the  shortest  practicahle  period. 

The  ccuiitry  tr;iversed  hy  the  roiid  is  a  very  (i'llile  portion  of  tla^ 
State,  and  will  supply  the  usual  amount  of  local  trallic  titr  a  western 
road. 

Tcrrfi  Htiutc  and  Alton  roifroad. — This  j)roject  has  tin;  same  general 
direction  and  ohjeit  with  the  one  l.'ist  dcscrihed.  One  of  the  h  ading 
ohjeeis  in  its  construction  is  to  promote  the  increasi!  of  the  city  of  Alton, 
its  Mississippi  terminus.  It  traverses  a  iirlih^  and  well  cultivated  por- 
tion of  the  State,  and  is  suniciently  removed  Iroin  the  Mississij)pi  and 
All  nilic  to  command  a  lari^e  local  trade.     The  whole  line  of  this  road 


r 


COLONIAL   AND   LAKE    XnADE. 


325 


is  under  coiiirnrt  (<)r  cotunlclioii  within  tliri-r  ycnrs  from  this  time,  and 
scvcrid  portions  of  it  imc  ni  j)ro<,rrs,s. 

'I'lir  proposed  roiid  from  I'erre  H.nite  to  Springfield,  it  will  he  seen, 
is  iin  inipoit.iiit  link  to  eonneet  the  ronds  of  Indi.ni.'i  with  the  (^entrnl 
Illinois  :nid  wilh  the  Northern  ('ross  ro.ids.  Mensnres  nre  in  pro<ire.i9 
to  pliiee  this  road  under  contract,  which  promise  its  speedy  completion. 

A  railroad  is  also  |)roposed  from  Mount  ('armel,  on  the  Illinois  river, 
to  Alton.  This  is  one  of  the  projeets  which  were  included  in  the  State 
system  of  1S.'J7.  A  portion  oi'  the  eastern  end  of  this  line  was  j^raded 
hy  the  State.  These  improvements  have  gone  into  the  hands  ot'a  |)ri- 
vate  company,  hy  wiiieh  the  road  will  he  couipleted  from  iMnunl  Car- 
inel  (o  Alton,  a  distance  of  ahout  twenty  mil(\><.  This  road  will  proha- 
bly  he  extended  to  l*rineetown,  Indiana,  in  order  to  iiirm  a  coimexion 
with  the  Kvansville  and  Illinois  road. 

The  Ohio  and  Mississippi  roa<l,  one  of  the  most  important  projects 
in  the  Slat»',  has  already  lu'cu  noticed  under  the  head  of  Ohio. 


Missotriu. 


Population  m  1830,  ll(M.',r,;  in  1S-1(),  383.702;  in  18'j0,  382,0-13. 
Area  in  S(]uare  miles,  (i7,380 ;  inhahitants  to  s(|uare  tiiile,  10.12. 

N(»  ell(»rt  was  made  in  this  State  toward  the  constrtiction  either  of 
railroads  or  of  canals  till  within  a  recent  period.  This  was  partly 
<iwinu  to  the  liict  of  its  heinij;  a  frontier  Stati',  in  which  the  nc'cessity  of 
railroads  is  loss  fidt,  than  in  those  so  situated  as  to  heeome  tlioroufi;h- 
'"••es  tiir  their  neiiijhhors  ;  and  partly  to  the  sparseness  of  the  population 
in  nearly  every  portion  of  the  Stale.  At  the  se--;i()u  of  the  Icgislatm-e 
of  1^.01.  ill,  Sluie  ai>reed  to  Icc.d  its  credit  (in  two  yreat  lines  of  rail- 
road: till'  Piuijic  road,  conuuencing  at  St.  Louis,  and  runninn;  to  the 
wc  i  liiM"  f)f  the  State,  on  tlii^  south  side  of  the  Missouri  river;  and  tlio 
I[nnnt/f:l  and  Si.  Jtiscph's  rtr.id,  vWt  \H\\i\}i,  i'rom  the  Mississippi  to  the 
Missoi*ii,  on  the  north  side  of  the  latter,  ',\n(\  conueclin^  tlie  places 
n;inie<l.  The  amount  of  aid  vot(  il  was  -¥2,000,000  to  the  ti)rmer,  and 
$1,. 000,000  to  the  latter;  the  loans  not  to  hccotne  available  until  each 
<-oinpany  should  have  obtained  $1,000,000  of  private  stock,  aiul  then 
only  so  liisi  as  e(|ual  portions  of  slock  subscrir)tions  should  be  paid  up 
aiul  expended.  When  eitli'r  cornr  my  shall  nave  expended  $!50, 000, 
they  are  entitled  to  call  upon  the  Mate  l()r  its  bonds  to  an  eijual  amf)unt, 
iis  security  l(>r  which  the  latter  lioKls  a  lien  upon  the  road  and  all  the 
property  of  the  companies.  The  State  aid  will  probably  l)e  increased 
to  nieet  one-half  the  cost  of  both  roads.  Although  local  considerations 
are  the  primary  motive  in  the  construction  of  the  above  roads,  the  pro- 
j(>ctors  look  to  their  ultimate  extension  to  the  Pacific  ocean.  Although 
their  eastern  termini  are  somewhat  widely  separated,  th(\v  approach 
each  other  as  they  proceed  westward,  atul  would  meet  beyond  the 
Missouri  river,  if  prolonged  in  their  general  directions.  As  local  roads, 
they  are  of  great  importance.  They  will,  when  completed,  add  much 
to  the  convcnienc(^  of  the  emigrant  and  pioneer,  by  materially  reducing 
the  long  and  tedious  journey  on  foot  from  the  Mississippi  to  the  western 


326 


ANDREWS*    REPORT    ON 


11 


boundary  of  our  settled  territory.  In  connexion  with  the  great  lines  of 
railroad  lying  to  the  east,  they  would  form  a  part  of  a  line  across  the 
continent,  from  one  ocean  to  the  other.  Every  mile  we  advance  west- 
ward, is  so  much  gained  toward  the  accomplishment  of  a  work  destined 
to  be  the  crowning  achievement  of  modern  energy  and  science.  Pri- 
vate enterprise  will  soon  have  accomplished  so  much,  as  to  leave  the 
portion  that  must  devolve  upon  the  general  government  a  compnra- 
tively  easy  task.  If  private  companies  with  their  unaided  means  can 
accomplish  more  than  half  of  this  work,  certainly  what  remains  is  not 
of  such  vast  magnitude  as  to  intimidate  the  collective  energies  and 
power  of  a  great  nation. 

Rapid  progress  is  now  making  in  the  construction  of  the  above  roads ; 
and  there  can  be  no  doubt  of  their  speedy  completion. 

In  addition  to  the  original  object  of  the  Pacific  railroad,  its  eastern 
portion  will  probably  be  made  the  trunk  of  a  branch  extending  to  the 
mineral  districts  of  the  southwestern  portions  of  the  State,  which  are 
extremely  rich  in  iron,  lead,  and  copper.  These  great  resources  still 
remain  undeveloped,  from  the  want  of  a  suitable  outlet,  whicli  the 
above  road  will  create ;  and  measures  are  now  in  progress  i'or  its  con- 
struction. It  is  also  proposed  t(}  make  this  branch  a  portion  of  a  grc^'it 
line  from  St.  Louis  to  New  Orleans,  upon  the  west  side  of  the  Missis- 
sippi. This  latter  project  is  attracting  much  attention,  and  ilioiigh  the 
means  do  not  now  exist  for  its  construction,  the  eventual  realization  of 
this  project  can  hardly  be  doubted. 


WISCONSIN. 


i 


Population  in  1840,  (Territory,)  30,945;  in  1850,  305,191.  Area 
in  square  miles,  53,924 ;  inliabitants  to  stjuare  mile,  5.C5. 

The  State  of  Wisconsin,  though  in  1840  it  liunibered  only  30,000 
inhabitants,  is  .already  in  possession  of  a  (iist-class  line,  a  considerable 
portion  of  which  is  in  operation — the  Milwaukie  and  Mississippi  rail- 
road. This  line  of  road  commences  at  MilwniiUie,  the  leading  town  in 
the  State,  and  extends  in  a  westerly  direction,  rnnning  tlirough  the 
capital  to  the  Mississippi,  at  Prairie  du  Cliien,  a  distance  (jf  about  200 
miles.  It  is  already  in  operation  to  Whitewater,  a  distance  ot"50  miles, 
and  will  be  coni[)l('ted  to  llock  river  during  tlit^  (•(»niing  autumn.  It  was 
commenced  in  1850,  and  owes  its  birth  and  ])rosecution  to  the  enter- 
prise and  capital  of  the  city  of  Milwaukie.  It  is  the  most  northerly 
railroad  yet  ])roj<,'cted,  running  from  Lake  Michigan  westward,  with  the 
advantage  oi'otlliring  tiie  cheapest  outlet  li)r  all  th(!  country  lying  north 
and  west  of  its  teriniiuis  on  the  Mississi|)[)i  river.  It  traverses  a  most 
beautiful  region  of  country,  and  bids  iiiir  to  becotne  a  successful  and 
lucrative  road,  as  it  occupies  a  favorable  rout(^  and  will  be  constructed 
at  low  cost.  It  is  distinguished  by  being  constructed  at  a  much  earlier 
period  in  the  history  oi"  a  State  than  any  similar  work;  and  it  is  cer- 
tainl}'  a  wonderful  illustration  of  the  ra[)i(l  growth  of  the  Western  coun- 
try, that  in  th(^  short  space  of  t(ni  years  ii  wilderness  has  been  reclaiuK.'d 
and  brought  into  high  cultivation,  and  been  lilled  with  a  thriving  and 


COLONIAI.  AND  LAKE   TRABE. 


327 


Area 


f)rosperous  people,  in  possession  of  all  those  contrivances  in  aid  of 
abor  and  in  promotion  of  social  and  material  advantages,  the  results  of 
modern  science  and  skill,  and  of  which  many  richer  and  older  commu- 
nities have  not  as  yet  availed  themselves.  As  the  tide  of  emigra- 
tion moves  westward,  it  carries  with  it  all  the  distinguishing  character- 
istics of  the  eastern  States ;  so  that  a  person  may  travel  to  the  very 
verge  of  western  settlement  without  being  conscious  of  any  change, 
save  in  the  natural  features  of  the  country. 

Another  important  line  projected  in  Wisconsin  is  the  Fond  du  Lac 
and  Rock  River  Valley  railroad,  extending  from  Fond  du  Lac,  on  Lake 
Winnebago,  in  a  southwesterly  course  to  Janesville,  whence  it  takes  a 
southeasterly  course  to  Chicago.  The  entire  length  of  this  road  is  about 
215  miles.  It  is  in  course  of  construction  at  both  ends,  and  a  portion  of 
the  line,  near  Fond  du  Lac,  will  soon  be  in  operation.  From  Fond  da 
Lac,  it  is  in  contemplation  to  extend  a  branch  to  the  western  extremity 
of  Lake  Superior,  for  which  a  favorable  route  is  said  to  exist.  This  ex- 
tension would  even  now  be  of  great  utility  in  giving  access  to  the  vast 
extent  of  fertile  country  lying  west  of  the  great  lake,  wliich  is  becom- 
ing an  attractive  field  for  emigrants ;  and  should  Congress  favor  this 
proposed  line  by  a  grant,  its  immediate  construction  would  be  the  re- 
sult. Such  a  road  will  ultimately  be  found  indispensable  to  the  settle- 
ment of  a  large  portion  of  the  Minnesota  Territory,  and  will  probably 
receive  encouragement  irom  the  general  government,  ti)r  the  [)urpose  of 
promoting  this  object  and  openins?  to  a  market  an  important  and  valu- 
able portion  of  its  domain. 

The  whole  route  of  the  Fond  du  Lac  and  Rock  River  Valley  railroad 
runs  through  an  extremely  fertile  country.  One  of  the  objects  of  the 
road,  from  which  it  will  derive  lucrative  emploj'ment,  is  in  the  distri- 
bution over  the  State  of  the  lumber  which  grows  upon  the  rivers  flow- 
ing into  Lake  Winnebago.  Works  are  now  in  progress  which  will 
soon  allow  vessels  navigating  Lake  Erie  to  reach  Lake  Winnebago, 
adding  much  to  the  business  and  prosperity  of  the  above  road. 

Works  arc  also  in  ])rogress  tor  uniting  the  Wisconsin  and  Fox  rivers 
by  a  canal,  wliich  shall  admit  steambo;its  of  the  capacity  of  those 
navigating  the  rivers.  By  reference  to  the  maps  it  will  l)e  seen  that 
tiiese  rivers  appro  ich  each  other  very  nearly,  the  distance  between 
tlicm  being  less  than  two  miles,  and  the  separation  consisting  only  of  a 
strip  of  low  land,  submerged  at  liigh  water,  and  allowing  the  passage 
of  small  boats    from  one  to  the  other.     This  canal  is  nearly  com- 

{)leted,  and  when  opened  will  allow  the  passage  of  steamboats  Irom  the 
akes  to  the  Mississippi  river. 

A  railrt)ad  is  also  proposed  from  Dubuque,  on  tlie  Mississippi  river, 
to  Lake  Michigan,  passing  through  the  southern  tier  of  counties  in  the 
State.  Such  a  roail  would  make  the  town  of  Janesville  a  point  from 
which  it  would  be  carried  l()rward,  by  roads  in  progress,  to  the  towns 
of  Chicago  and  Milwaukie. 


^m1 


328 


ANDREWS'   REPORT   ON 


IOWA. 

Population  in  1840,  (Territory,)  43,112;  in  1850,  192,214.  Area  in 
square  miles,  50,914;  inhabitants  to  square  mile,  3.77. 

No  railroad  has  yet  been  commenced  in  Iowa,  though  several  com- 
panies have  been  organized  for  their  construction.  It  will  be  recollec- 
ted that  some  ten  years  since  tiie  State  had  only  about  50,000  people. 
It  has  now  probal)ly  about  300,000,  most  of  whom  arc  settled  in  the 
neighborhooil  of  navigable  rivers;  and  on  this  account  the  necessity  of 
railroads  has  not  been  so  much  felt  as  it  would  otlituvvisc  have  been. 
As  Iowa  is  one  of  the  most  fertile  States  of  the  West,  ranking  among 
the  first  in  extent  and  natural  resources;  and  as  tlie  surface  of  its  soil 
is  well  adapted  to  the  cheap  and  expeditious  construction  of  railroads, 
and  the  State  is  filling  up  with  great  rapidity,  with  an  enterj)risiug  and 
vigorous  people,  we  cannot  expect  that  she  will  long  be  behind  her  sis- 
ter States  in  the  construction  of  works  so  important  to  the  prosperity 
and  progress  of  any  people. 

The  most  important  of  the  proposed  roads  in  Iowa  are  the  lines  lead- 
ing from  Rock  Island  to  Council  Bluffs;  from  Dubuque  to  Keokuk;  and 
from  Burlington  to  the  Missouri  river.  The  first  of  tijcsc  extends  west 
upon  tlie  parallel  of  the  southern  shore  of  Lake  Michigan.  Rock  Island 
is  believed  to  be  the  best  point  for  the  passage  of  the  Mississippi  river, 
and  Council  Bluffs  f()r  that  t)f  the  Missouri.  These  facts  show  the  pro- 
spective importance  of  this  line. 

The  object  of  the  Dubuque  and  Keokuk  line  is  to  cut  off"  the  bend  in 
the  Mississippi  river,  and  to  avoid  the  rapids,  which  are  a  serious  ob- 
struction to  navigation. 

The  project  fioni  Burlington  to  the  Missouri  has  the  samie  general 
object  as  the  Rock  Islanil  and  Council  Blutl's  road.  i\o  one  of  the 
above  [)rojected  improvements  has  been  commenced,  though  measures 
f(jr  the  purpose  are  in  progress. 


f 


RAILROADS  IN  TIIK  BRITISH  PROVINCES. 

As  the  prf)vincial  railroads  arc  to  be  intimately  connected  with  those 
ot  the  United  States,  a  brief  notice  of  the  f()rmer  will  be  appropriate  to 
this  report. 

A  few  railroads  only  have  been  constructed  in  the  British  provinces, 
for  the  reason  that  these  works  were  not  particularly  refjuired  to  aid 
in  the  improvement  of  property ;  the  numerous  rivers,  lak(\s,  and  bays 
supplying  cheap  and  convenient  media  for  this  purpose.  The  principal 
$«ntlement.s  of  New  Brunswick  and  Nova  Scotia  are  upon  th(!  imme- 
diiite  l)orders  of  navigable  tide-water.  The  narrow  b(>lt  of  arable  land 
to  which  the  population  of  Canada  is  confined  is  traversed  f()r  its  entire 
length  by  the  lakes  and  the  St.  Lawrenct;  river.  The  various  water- 
courses described  will  continue  to  hr  the  prinei[)al  channels  and  routes 
of  commerce,  even  after  the  eonstrnetionot"  railroads  parallel  with  them. 

The  ro.'ids  in  progress  and  contemplated  in  the  provinces,  therel()re, 
are,  with  one  or  two  exceptions,  being  constructed  chiefly  with  a  view 


COLONIAL   AND   LAKE    TRADE. 


329 


^ 


to  passenger  traffic.  They  are  fortunate,  however,  in  the  fact  that 
their  lines  correspond  to  routes  over  which  already  passes  a  large 
travel,  and  which  the  roads  themselves  must  immensely  increase. 

Of  the  roads  under  consideration,  the  most  important,  in  some  re- 
spects, is  the  St.  Lawrence  and  Atlantic,  extending  trom  Montreal  to  the 
boundary  line  of  tiie  United  States,  a  distance  of  about  130  miles, 
when  it  connects  with  the  Atlantic  and  St.  Lawrence  railroad,  extend- 
ing to  Portland.  This  work  was  briefly  described  in  the  notice  of  the 
roads  in  tlie  State  of  Maine.  The  original  object  in  its  construction, 
as  far  as  the  Canadas  were  concerned,  was  to  open  a  winter  outlet  lor 
the  trade  of  Montreal,  and  in  this  manner  to  add  to  the  business  of  the 
Canadian  canals,  by  which  unbroken  navigation  from  the  upper  lakes 
is  secured  to  the  city.  These  works  have,  to  a  certain  extent,  iiiilcd  to 
realize  their  highest  usefulness,  or  to  JQstify  public  expectation,  ibr 
want  of  an  avenue  to  the  Atlantic  coast  other  than  through  the  Gulf  of 
St.  Lawrence.  The  navigation  of  the  St.  Lawrence  being  closed  ihr  a 
considerable  portion  of  the  year,  the  late  receipts  of  produce  liave  to  be 
held  till  spring  before  they  can  be  sent  to  a  market.  The  losses  arising 
from  this  delay,  embracing  the  charges  f()r  Warehousing,  interest,  in- 
surance, &c.,  and  the  decline  in  the  j)rice  of  the  staple,  wiiich  is  often 
ruinous  to  ttie  liolder,  have  tended  to  turn  this  trade  into  other  clian- 
nels,  to  restrict  the  business  of  this  route,  and  to  increase  that  of  its 
great  rival,  tiie  Erie  canal.  To  remedy  this  evil,  by  securing  an  unin- 
terrupted communication  at  all  times  with  navigable  tide-water,  is  one 
great  object  of  this  proj)osed  road.  There  can  be  no  doubt  that  this, 
or  a  work  similar  in  character  and  objects,  is  necessary  to  secure  all 
the  results  anticipated  from  the  canals. 

The  St.  LawriMice  and  Atlantic  road  is  in  operation  to  Sherbrook,  a 
distance  ot"  91  miles  from  Montrcid,  and  is  in  a  state  of  such  forward- 
ness that  no  doubt  is  entertained  of  its  completion  by  July  next. 

The  (^ui  bee  and  Richmond  railroad  is  a  work  designed  to  place  the 
city  of  Quebec  in  the  same  relation  that  Montreal  sustains  to  the  St. 
Lawrence  and  Atlantic  railroad,  and  at  the  same  time  with  the  latter, 
to  unite  these  cities  by  a  continuous  railroad  line.     From  the  isolated 

Position  of  (Quebec  in  the  winter  season,  this  road  will  prove  a  great 
enefit  to  her  commerce,  as  well  as  a  great  conveni<>nce  to  th(>  travel- 
ling and  business  community.  Its  entire  line  is  under  contract,  to  be 
completed  early  in  1854. 

Another  proposed  work  attracting  great  interest  in  Canada  is  the 
line  (txtending  from  Montreal  to  Hamilton,  l()llowing  th(>  immediate 
bank  of  the  St.  Lawrence  and  of  Lake  Ontario.  This  road  would  run 
parallel  with  the  great  route  of  commerce  in  the  Canadas,  is  required 
by  the  wants  of  travel,  and  in  the  winter  season  wouhl  be  the  channel 
of  a  large  trade.  It  must  at  all  seasons  of  the  year  command  a  lucra- 
tive traffic  from  the  numerous  cities  and  villages  dirough  which  it 
would  pass.  This  work  has  now  come  to  be  considered  iiulispensable 
to  the  interests  of  Canada,  and  is  to  receive  such  aid  from  the  govern- 
ment as  will  secure  its  speedy  construction.  It  is  to  be  placed  under 
contract  without  delay. 

The  Great  Western  railroad,  traversing  the  peninsula  of  Canada,  is 
one  of  the  most  important  works  in  the  provinces.    It  extends  from 


it 


in: 

m 

11} 


-n 


J 


I 


330 


ANDREWS     REPORT   ON 


Niagara  Falls,  by  way  of  Hamilton,  to  Windsor,  opposite  Detroit,  a  dis- 
tance of  two  hundred  and  twenty-eight  miles.  It  traverses  a  country 
the  fertility  and  productiveness  of  which  is  not  exceeded  by  any  por- 
tion of  Canada  or  the  United  States.  Its  chief  public  attractions,  how- 
ever, arc  the  relations  it  bears  to  railroads  hi  the  United  States.  It 
will  be  seen  by  the  accompanying  map  that  f()r  the  railroads  of  New 
England  and  central  New  York  it  cuts  off"  the  long  circuit  by  way  of  the 
south"  n  shore  of  Lake  Eric  between  the  East  and  the  West.  On  this 
acco  ..t  the  road  has  received  important  aid  hom  parties  in  the  United 
States  interested  in  having  it  opened.  Ample  means  are  provided  for 
this  work,  and  it  is  expected  that  it  will  be  completed  by  the  first  of 
January,  1854. 

The  Buffalo  and  Brantford  railroad  was  projected  for  the  purpose  of 
securing  to  Buffido  the  trade  of  the  country  traversed  by  the  great 
Western,  and  with  the  additional  object  of  placing  that  city  en  route  of 
the  great  line  of  travel  between  the  eastern  and  western  States.  Buf- 
falo is  ilie  largest  town  w.ihin  reach  of,  and  affords,  probably,  the  best 
market  lor,  the  Canadian  peninsula,  witli  which  it  will  be  conveniently 
connected  b}^  the  above  road.  This  city,  too,  is  a  necessary  point  in 
the  route  of  nearly  every  person  visiting  any  portion  of  the  country 
bordeiing  Lake  Erie,  and  it  is  liighly  important  that  egress  should  be 
had  iiom  it  in  every  direction.  The  road  is  in  progress,  and  will  be  com- 
pleted simultaneously  with  the  great  Western. 

Tlie  chartered  line  of  this  road  extends  to  (Joderich,  on  Lake  Huron, 
to  which  it  will  probably  be  extended  soon  alter  reaching  Br:uitt(>rd. 

The  Toronto  and  Lake  Huron  road  connects  Lake  Ontario  with 
Lake  Huron  by  the  shortest  practicable  line  betvve(Mi  the  two,  and  will 
form  for  persons  g<ting  to  Lake  Superior  or  Lake  Michigan,  by  way  of 
Mackinaw,  a  much  shorter  line  tiianby  way  of  Detroit.  In  this  respect 
it  bids  fair  to  occupy  an  important  relation  to  a  leading  route  of  travel 
and  commerce.  It  traverses,  too,  a  very  fertile  district,  alone  capable 
of  suj)plying  a  lucrative  traffic.  A  portion  of  tliis  lii'o  is  opened  lor 
business,  and  the  unfinished  part  will  be  soon  completed. 

A  road  is  also  under  contract  from  Toronto  to  Cnielph  ;  but  as  this  is  a 
work  of  local  importance,  a  particidar  description  of  it  is  not  re(inired. 

The  roads  connecting  Montreal  with  those  of  New  York  and  Ver- 
mont arc  suUiciently  noticed  with  the  works  of  those  States. 


LOWER  PROVINCES. 

European  and  North  American  railroad. — Under  this  titl(>  is  embraced 
the  pn)])osed  road  extending  from  Bangor,  Maine,  and  Halifax,  Nova 
Scotia,  a  distance  of  about  ffve  hundri'ti  niih  s.  The  jjrincipal  object 
to  be  effected  by  its  construction  is  to  constitute  it  a  [)art  of  l\u'.  great 
line  of  travel  between  America  and  Europe.  The  distance  from  New 
York  to  Halifax  is  cfjual  to  one-third  of  the  entire  distance  from  the 
former  to  Liverpool;  and  as  the  proj)osed  road  puisues  the  same  gen- 
eral direction  with  the  route  of  tiie  steamers,  some  of  which  touch  regu- 
larly at  Halifax,  it  is  believed  that  this  portion  of  the  route  to  Europe 


COLONIAL  AND  LAKE  TRADE. 


331 


would  be  made  by  railway.  Ttwus  upon  this  assumption  that  the  above 
project  was  proposed.  As  far  as  the  provinces  are  concerned,  it  has 
met  with  great  favor,  as  it  is  believed  it  will  develop  the  abundant  re- 
sources known  to  exist  within  them,  and  secure  those  social  advantages 
which  arc  intimately  connected  with  the  pi  ogress  of  comparatively  iso- 
lated districts,  in  population,  commerce,  and  wealth.  Tlie  New  Bruns- 
wick portion  of  the  above  road  is  already  under  contract  to  a  company 
of  eminent  English  contractors,  and  the  work  in  progress.  Measures 
are  also  in  progress  to  the  same  end  as  far  as  the  Nova  Scotia  division 
is  concerned.  The  greater  part  of  its  line  through  both  provinces  tra- 
verses a  region  much  more  fertile  and  productive  than  any  considera- 
ble portion  of  our  eastern  States,  from  which  it  is  believed  a  large  and 
profitable  business  will  be  secured  both  to  the  road  and  to  the  cities  of 
Halifax  and  St.  John. 

A  project  for  a  railroad  from  Halifax  to  Quebec,  skirting  the  shores 
of  the  gulf  and  river  St.  Lawrence,  has  recently  attracted  much  atten- 
tion throughout  the  provinces,  as  well  as  in  England,  but  this  project 
may  now  be  regarded  as  abandoned.  A  portion  of  the  northern  end 
of  tills  line  may  be  constructed  down  the  St.  Lawrence  for  a  distance 
of  about  one  hundred  miles  below  Quebec.  It  is  also  proposed  to  ex- 
tend a  i)ranch  from  the  European  and  North  American  railroad  along 
the  Gulf  of  St.  Lawrence  to  Bathurst.  A  road  is  also  in  progress  from 
St.  Andrews  to  Woodstock,  on  the  river  St.  John ;  but  as  its  importance 
is  mainly  locals  a  particular  description  is  not  required. 


:^ 


ECONOMICAL    VIEW    OF    THE    RAILROADS    OF   THE    UNITED    STATES. 

The  first  step  toward  a  correct  idea  of  our  railroads,  as  far  as  their 
uses,  objects,  costs,  and  results,  are  concerned,  is  a  thorough  under- 
standing of  the  social  and  industrial  cluiracter  of  our  people,  the  geo- 
grapliical  and  topographical  teatures  of  the  country,  the  uniformity  in 
the  pursuits  of  tlie  great  mass  of  our  people,  and  the  great  distance 
that  separates  the  consuming  from  the  producing  regions. 

Assuming  the  occupied  area  of  that  portion  of  our  territory  east  of 
the  Uocky  mountains  to  be  1,100,000  S(|uare  miles,  at  least  ], 050,000 
are  devoted  to  agriculture,  while  not  more  than  50,000  are  occupied  by 
the  manufacturing  and  commercial  classes.  These  compose  a  narrow 
belt  of  territory  lying  upon  the  seacoast,  extending  tiom  Baltimore  to 
the  (^astern  part  ol"  Miune,  and  are  more  widely  separated  from  the 
great  producing  n-gions  than  any  other  settled  portion  of  tlie  country. 
The  great  pecuharity  that  distinguishes  our  own  from  older  countries 
is,  that  we  have  no  interior  markets.  The  greater  part  of  our  territory 
has  not  been  long  enough  settled  ti)r  the  devc^lopment  of  a  variety  of  in- 
dustrial pursuits,  whicli  constitute  them.  So  entirely  are  our  people 
devoted  to  agriculture,  and  so  unif()rnily  distributed  are  they  over  the 
whole  country,  that  some  of  our  largest  States,  Tennessee  and  Indiana 
ibr  instance,  had  no  towns  in  1850  containing  a  population  of  over 
10,000. 

Tiiis  homogeneousness  in  the  pursuits  of  the  great  mass  of  our  pco- 


332 


Andrews'  report  on 


pie,  and  the  wide  space  tliat  separates  the  producing  and  consuming 
classes,  as  they  are  popularly  termed,  necessarily  implies  the  exporta- 
tion of  the  siiqdus  products  oi'  each.  The  western  farmer  has  no  home 
demand  for  the  wheat  he  raises,  as  the  surplus  of  all  his  neighbors  is 
the  same  in  Jclnd.  The  aggregate  surplus  of  tlie  district  in  which  he 
resides  has  to  he  exported  to  find  a  consumer;  and  the  producer  for  a 
similar  reason  is  obliged  to  import  all  the  various  articles  that  enter  into 
consumolion  which  his  own  industry  does  not  immediately  supply;  and 
farthr  i'  the  markets  for  our  agricultural  products  lie  either  upon  the 
cxtre  verge  of  the  country,  or  in  Europe  the  greater  part  of  our  do- 
mestic commerce  involves  a  through  movement  of  nearly  all  the  articles 
of  which  it  is  composed. 

In  older  countries  this  necessity  of  distant  movement,  as  will  be  the 
case  in  tiiis,  in  time,  is  obviated  by  the  existence  of  a  great  variety  of 
occupations  in  the  same  district,  which  supply  directly  to  each  class 
nearly  all  the  leading  articles  that  enter  into  consumption. 

It  is  well  known  that  upon  tlie  ordinary  highways  the  economical 
limit  to  transportation  is  confined  within  a  comparatively  few  miles, 
depending  of  course  upon  the  kind  of  freight  and  character  of  the  roads. 
Upon  the  average  of  such  ways,  the  cost  of  transportation  i^  not  far 
fiom  15  cents  per  ton  per  mile,  which  may  be  considered  as  a  suffi- 
ciently correct  estimate  for  the  whole  country.  Estimating  at  the  same 
time  the  value  of  wheat  at  $1  50  per  bushel,  and  corn  at  75  cents,  and 
that  33  bushels  of  each  are  ecjual  to  a  ton,  the  value  of  llic  fi)rmer 
woukl  be  equal  to  its  cost  of  transportation  for  330  miles,  and  the  latter 
165  miles.  At  these  respective  distances  from  market,  neither  of  the 
above  articles  would  have  any  commercial  value,  with  only  a  common 
earth  road  as  an  avenue  to  market. 

But  we  find  that  we  can  move  property  upon  railroads  at  tiie  rate 
of  1.5  cent  per  ton  per  mile,  or  for  one-tenth  the  cost  uj)on  the  ordinary 
road.  These  works  theref()re  extend  the  economic  limit  of  tiie  cost  of 
transportation  of  the  above  articles  to  3,300  and  1,G50  miles  respec- 
tively. At  the  limit  of  the  economical  movement  of  these  articles  upon 
the  common  highway,  by  the  use  of  railroads,  wheat  would  be  worth 
$44  50,  and  corn  822  27  per  ton,  which  sums  r(v=!pectively  would  rep- 
resent the  actual  increase  of  vidue  created  by  the  interposition  of  such 
a  work. 


COLONIAL  AND  LAKE   TRADE. 


333 


The  following  table  will  show  the  amount  saved  per  ton,  by  trans- 
portation by  railroad  over  the  ordinary  highways  oi'  the  country : 

Statement  showing  the  value  of  a  ton  of  wheat,  and  one  of  corn,  at  given 
points  from  marJcct,  as  affected  by  coat  of  transportation  by  railroad, 
and  over  the  ordinary  road. 


Traiiaportation  by  rail- 
road. 


! 


Value  at  market 

10  miles  from  market. 

20 do 

30 do 

40 do 

60 do 

60 lo 

70 do 

80 do 

90 do 

100 do.    

110 do 

120 do 

130 do 

140 do 

l.'iO do,,       

KiO do 

170 do  ...... ., 

180 do 

100 do 

200 do 

210 do 

220 do 

230 do , 

240 do , 

2r.l) do , 

2(i0 do 

270 do 

2H0 di 

2!)0 do 

300 do 

310 d( 

320 d( 

33U do 


Traiispor'  ilionhyordi- 
nary  i   s^liway. 


Whoat. 


#49 
49 
49 
49 
48 
48 
48 
48 
48 
48 
48 
47 
47 
47 
47 
47 
47 
4G 
4C 
4t> 
46 
4(i 
46 
4(> 
4.") 
4.5 
4r) 
45 
40 
4.'i 
45 
44 
44 
44 


50 
35 
20 
05 
90 
75 

m 

45 

30 

15 

00 

85 

70 

55 

40 

25 

10 

95 

80 

05 

50 

35 

20 

05 

90 

75 

(iO 

45 

30 

15 

00 

85 

70 

55 


Corn. 


$24  75 
24  GO 
24  45 
24  30 
24  15 
24  00 
23  85 
23  70 
23  55 
23  40 
23  25 
23  10 
95 
80 
22  65 
22  50 
35 
20 
05 
21  90 


22 


22 
22 


21 
21 
21 
21 
21 
21 


75 
60 
45 
30 
15 
00 


20  85 
20  70 
20  55 
20  40 
20  25 
20  10 
19  95 
19  80 


Wheat. 


$49  50 
48  00 
46  .IO 
45  00 
43  .50 
42  00 
40  50 
39  00 
37  .50 
36  00 
34  50 
33  00 
31  50 
30  00 
2.-!  50 
27  00 
25  50 
24  00 
22  50 
21  00 
19  50 
18  00 
16  50 
15  00 
13  M 
12  00 
10  50 
9  00 
7  50 
6  0(t 
4  50 
3  00 
1  50 


Corn, 


*24  75 

23  25 

21  75 

20  25 

18  75 

17  25 

15  75 

14  25 

12  75 

11  25 

9  75 

8  25 

6  75 

5  25 

3  75 

2  25 

75 


The  vahu^  of  lands  is  afTeotcd  by  railroads  in  the  same  ratio  as  their 
products.  For  instance,  lands  lyinj.;  ujxm  a  navigable  water-cour.^^e,  or 
in  ihe  iminiuhaU;  vicinity  ota  market,  may  be  W(»rth,  for  the  culture  of 
wheat,  §100.  Let  the  average  crop  be  estimated  at  22  bushels  to  the 
acre,  valued  at  $33,  and  the  (-ost  ofc\dtivati()n  at  $15,  tliis  would  leave 
$18  per  acre  as  the  net  profit.  This  (juantity  of  wlu;at  (two-thirds  of 
a  ton)  could  be  transported  330  miles  at  a  cost  of  10  cents  per  mile,  or 
$3  30,  which  woidd  leave  $14  70  as  the  net  protit  ol"  land  at  that  dis- 
tance! from  a  mark(>t,  when  connected  with  it  by  a  railroad.  The  value 
of  the  land,  theretbre,  admitting  the  (]uality  to  be  the  same  in  both  cases, 
would  bear  the  same  ratio  to  tlie  assumed  value  of  $100,  as  the  value 
of  its  products,  $  14  70  does  to  $18,  or  $82  per  acre ;  which  is  fin 


1  I 


334 


Andrews'  report  on 


actual  creation  of  value  to  that  nmount,  assuming  the  correctness  of 
the  promises.  The  same  calcuhition  mny,  of  course,  he  aj)nli(;(l  with 
ccjual  tbrce  to  any  other  kind  and  species  of  properly.  Th(;  illustration 
given  estahlishes  a  principal  entirely  correct  in  itself,  hut  of  course 
liahle  to  he  modified  to  meet  the  facts  of  each  ciise.  Vast  bodies  of 
the  finest  land  in  the  United  Slntes,  and  lying  within  200  miles  of  navi- 
gal)le  water-courses,  are  unsaleable,  and  nearly,  if  not  (juite,  valueless 
tor  the  culture  of  wheat  or  corn  for  exportation,  from  the  cost  of  trans- 
portation, which  in  many  instances  far  exceeds  the  estimate;  in  the 
above  table.  Under  such  circumstances  products  are  often  led  out  to 
live  stock,  and  converted  into  higher  values  which  will  bear  transport- 
ation, when  the  former  will  not.  In  this  manner,  lands  are  turned 
into  account,  where  their  immedinte  products  would  otherwise  b(^  value- 
less. But  in  such  cases,  the  profit  per  acre  is  often  very  small ;  as,  in 
tlie  districts  best  adapted  to  the  culture  of  corn,  it  is  considered  more 
profhable  tx)  sell  it  for  25  cents  per  bushel  tiian  to  feed  it  out  to  animals. 
it  will  be  seen  that  at  this  price  thrice  its  value  is  eaten  u[)  by  the 
cost  of  transportation  of  1G5  miles. 

In  this  mimner,  railroads  in  this  country  actually  add  to  the  imme- 
diate nu^ms  of  our  people,  by  the  saving  eflc'cted  in  the  ixpcnses  of 
transportiition,  to  a  much  greater  extent  thati  cost.  We  are,  tlieretbre, 
in  no  (hmger  from  embarrassment  on  account  of  the  construi:tion  of 
hnes  culled  for  by  the  business  wants  of  the  community,  as  these  add 
much  more  to  our  active  capital  than  they  absorb.  Only  a  very  few 
years  arc  reepiired  to  enable  a  railroad  to  repay  its  cost  of  construction 
in  the  manner  stated. 

Kiiilroadri  in  the  United  States  exert  a  much  greater  infhu  iK.-e  upon 
tlie  value  of  proixTty,  than  in  other  countries.  Take  England  t()r  ex- 
ample. Tlitrc  a  railrond  maybe  built  without  necessarily  incrensing  the 
value  of  property  or  llu;  profits  of  a  particular  interest.  Every  farmer 
in  Eng!  id  lives  in  sight  of  a  market.  L;irge  cities  are  to  be  tbuiiil  in 
every  part  of  the  island,  which  (;onsume  the  products  of  the;  dilllrent 
portions  of  it  almost  on  the  spot  where  they  are  raised.  ITailroads 
aj-e  not  needed  to  transport  these  products  hundreds  and  thousands 
of  miles  to  market;  consequently  they  nniy  be  ot"  no  adviuitagi;  to 
the  farmer  living  upon  their  lines.  So  with  many  branches  of  mjuui- 
factures.  These  establishments  may  be  situated  imnu'diately  upon 
tide-water,  and  as  the  fabrics  are  mostly  exported,  they  would  not  be 
thrown  uj)on  railroads  in  any  event.  Such  works  m;iy  exist  in  that 
country  without  exerting  any  perceptible  influence  in  adding  to  the  value 
of  the  property  of  a  community.  The  cases  of  the  two  countries  would 
be  pMralh'l,  were  the  farmer  in  the  neighborhood  of  Liverpool  eomprlled 
to  send  everything  he  could  raise  to  London  for  a  market,  oi  wen^  their 
manuliicturiii":  establishments  so  f"ar  from  tin;  consumers  of  tiieir  "oods, 
that  their  vjilue  would  be  sunk  l)el()re  these  could  be  reached.  We 
have  ii!  this  country  wh;it  is  equivalent  to  manufiicturing  est;il)lislunents 
in  Creiit  Britain,  in  good  order  and  well  stocked  for  i)usiness,  a  li'rtile 
soil,  tli;il  will  produce  IxMintifiilly  llir  ye;irs  willinut  rotiilinn  or  drcss- 
in'jf.     All  tli;il    the    (;ii'mer   li;is  lo  do  is  to  c.i-:!  his  si  ed  tin  llic  sulj  ;iii(l 


to   reup  an   ab 


ui 


idiuit 


cnij) 


Tl 


le   on 


ly  ll 


nnif  wantiULi    to  our  hi;ilie.-t 


COLONIAL  AND   LAKE    TRADE. 


335 


e  upon 
Ibr  cx- 
injj;  the 
thiiivr 

)uiul  in 
itlrivnl 
lilioiids 
)UsaiKls 
tago  to 

luaiui- 
y  n\><>n. 
\  not  1)0 

in  tluit 
iv  value 
ri  would 
jUijM'lU'd 
CIV  llu'ir 
If  goods, 
rd.'  We 
islunents 

a  fntile 
or  dri'ss- 
•  soil  :ii'd 
ir  hi':li''->t 


prosperity  is  markets,  or  their  equivalents,  railroads,  which  give  access 
to  them. 

The  actual  increase  in  the  value  of  landf^,  due  to  the  construction 
o^'railroad-s,  is  controlled  by  so  n)any  circumstances,  that  an  accurate 
estimate  can  only  be  ap])ro.\imated,   and  nmst  in  most  cases  (idl  liir 
short  ofiJic  fad.     Not  only  are  cultivated  lands,  and  city  and  village 
lots,  lying  innncdialely  upon  the  route  aficcted,  but  the  real  estate  in 
cities,  hundreds  and  thousands  of  miles  distant.     The  railroads  of  Ohio 
exert  as  nmch  inlhience  in  advancinir  the  prices  of  real  properly  in  the 
dty  of  New  York,  as  do  the  roads  lying  within  that  Slate.     This  tiict 
will  show  how  very  imperli'ct  every  estimate  must  be.     But  tfdving 
only  the  tanning  lands  of  the  particular  district  traversed  by  n  railroad, 
where  tlu'  inlhience  of  such  a  work  can  be  more  directly  seen,  there  is 
no  doubt  that  in  such  case  the  increased  value   is  many  times  greater 
tlian  tlu!  cost  of  the  road.     It  is  estimated  by  the  intelhgent  president 
of  the  Nashvilh"  .and  Chattanooga   railroad,   that  the  increased  value 
o<"  a  belt  of  land  ten  miles  wide,  lying  upon   each  side  of  its  line,  is 
equal  to  at  least  $7  ,0()  per  acre,  or  !$1)C),0()0  l()r  ev(>ry  mile  of  road, 
which  will  cost  oidy  about  J?20,000  per  miU".     That  work  has  already 
created  a  value  in  its  inllueuce  upon  real  property  alone,  e(|ual  to  about 
five  times  its  cost.     What  is  true  of  the  Nashville  and  Chattanooga 
roaii,  is  e(|ually  so,  probably,  of  the  average  of  roads  throughout  the 
country.     Jt  is  Ixlieved  that  the  construction  of  the  thre(.>  thousand 
miles  of  railrciad  ol Ohio  will  add  to  thc^  value  of  the  landed  pntperty 
in  the  State  at  least  live  tini(\s  the  cost  of  the   roads,    assuming  this  to 
be  ^GO,U()(),()()0.     In  addition  to  the  very  rapid  advance  in  the  j)rice  of 
fiirming  lands,  the  roads  of  Ohio  are  stimulating  the  growth  of  her  cities 
with  extraordinary  rapidity,  so  that  tlier(>  is  much  greater  probability 
that  the  above   estimati.'   will   be   exceeded,   than   not   reaclu d,  by  the 
actual  iitct.     \V(>  are   not   left  to  estimate  in  this  matter.     In  the  case 
of  the  State  ol"  Massachnsetts,  what  is  conjecture  in  regard  to  the  new 
Stall's  has  with  her  become  a  matter  of  historv.     'I'Ik;  valuation  of  that 
State  went  up,  from  1840  to  1850,  lidin  8x>l)0,(")00,000  to  $-080,000,000— 
an  immense  increase,  and  by  far  the  greater  part  of  it  duv.  to  the  nu- 
merous railroads  she   has   constructetl.     This   increase    is   in  u  much 
greater  ratio  to  the  cost  of  her  roads  than  has  been  estimated  of  those 
oi"  Ohio. 

Wc  have  considiMcd  the  elll-et  of  railroads  in  increasing  the  value  of 
property  in  relt-rence  only  to  lands  devoted  to  agriculture;  but  such 
results  do  not  by  anv  means  irive  the  most  tlircible  illustration  t)f  their 
use.  An  acie  of  farming  land  can  at  most  be  made  to  yield  only  n 
small  annual  income.  An  acn^  of  coal  or  iron  lands,  (.n  the  other  hand, 
may  produce  a  thousand-liild  more  in  value  than  tlii>  t()rmer.  These 
dej)ositcs  may  be  entirely  valueless  without  a  railroad.  With  one, 
every  ton  of  ore  tlu>y  contain  is  worth  one,  two,  three,  or  f!)ur  dollars, 
Hs  the  casi'  may  be.  Take-  Ibr  example  the  coal-lields  of  I'ennsylva- 
nia.  'J'he  value  of  the  coal  sent  yearly  from  them,  in  all  the  agencies 
it  is  called  upon  to  perform,  is  beyond  all  calculation.   I'pon  this  article 


are  based  our  niinniliieturinLr  establishments,   and   our 


iiunent  ant 


me!( 


IkiiiI 


•Ic:iiii.--1m|is,  renrescnlniL;'  values  m  lueir  various  n'l;Ulon^ 


UK 


II   \ 


ramilicatit)ns,  t  (jual  lo  thousands  of  millions  ot"  dollars.     W  ilhoul  coal 


336 


Andrews'  report  on 


it  is  iinpi).s-sible  to  conceivo  the  Hpoclaclo  tliut  wo  should  have  presented 
as  M  people,  so  entirely  dilFercMit  would  it  have  been  from  our  present 
condilidu.  Neither  our  eouiinereial  uor  our  manufacturing,  nor,  conse- 
quently, our  iigrieultural  interests,  could  have  l)orn(!  any  relation  what- 
ever to  their  present  enormous  magnitude.  Yet  nil  this  result  has  been 
nchieved  by  a  li'w  railroat.ls  and  canals  in  rennsylvauia,  which  have 
not  I 'ost  over  Jjfi.OOjOtXI,! )()().  With  these  works,  coal  can  be  brought 
into  the  New  York  market  fJ)r  about  §3  CA)  per  ton  ;  without  them,  it 
coidd  not  have  been  made  available  either  l()r  ordinary  fuel  or  as  a 
motive  power.  So  small,  comparativelv,  are  the  agencies  by  which 
such  iinineu.«r  results  have  been  elK'cted,  that  the  Ibriner  are  com- 
pletely lost  sight  of  in  the  n)agnitude  of  the  latter. 

What  is  true  of  thi^  I'eiuisylvania  eoal-lielils,  is  equally  true  of  all 
others  to  agieater  or  less  extent.  The  coal-fields  of  Alabama  may  be 
made  to  bear  tht;  same  relation  to  the  (Jiilf  of  Mexico  and  to  the  marui- 
factures  of  the  southern  States,  us  litive  those  of  Pennsylvania  to  the 
North.  Tile  dull'  of  Mexico  is  to  become  the  seat  of  a  greater  com- 
merce than  l\u'  world  ever  yet  saw  upon  any  se;t ;  and  this  coimnerce, 
and  all  the  vast  interests  with  which  it  will  be  connected,  will  to  a 
very  great  extent  owe  its  devek)pmcnt  and  magnitude  to  the  coal-fields 
that  sk)pe  toward  the  gulf". 

INCOME    OF    OUn    RAILROADS. 

Having  shown  the  influence  of  our  railroads  in  creating  values, 
•which  greatly  exceed  their  aggregate  cost,  the  lu^xt  point  to  be  con- 
sidered is  the  incomi:  of  these  works. 

As  both  the  incouje  of  our  roads  and  the  influence  which  they  exert, 
in  increasing  values,  must  bear  a  close  relation  to  each  other,  the  flicts 
that  have  already  been  established  in  reli-renee  to  the  latter  necessarily 
involve  the  idea  of  ;i  largi,'  business  upon  our  roads.  The  value  of 
lands  depends  uj)()n  their  capacity  to  yield  a  very  large;  surplus  f()r 
transportation. 

There  is  no  other  country  in  the  world  where  an  e(|ual  amount  of 
labor  produces  an  erpial  bulk  of  freight  f()r  railroad  transpt)rtation. 
One  reason  is,  that  tlu;  great  mass  of  our  products  is  of  a  coarse,  bulky 
chruacter,  of  very  low  comparative  value,  and  consisting  chielly  of  the 
products  of  the  soil  and  fl)rest.  We  manufacture  very  tiw  high-priced 
goods,  labor  being  more  profitably  employed  upon  wliat  are  at  present 
more  ap()ropriale  objects  of  industry.  The  great  bulk  of  the  articles 
carried  upon  railroads  is  grains,  cotton,  sugar,  coal,  iron,  live  stock, 
and  arlicks  of  a  similar  character.  The  difllnMice  bilween  the  value 
of  a  |)ound  of"  raw  and  manuliiclured  cotton  is  nK.'asurcd  ireciuenlly  by 
dollars,  yet  both  may  pay  the  same  amount  of  freight.  Wheat,  corn, 
cattle,  and  lund)er,  all  pay  a  very  large  sum  f()r  transportation  in  pro- 
portion to  their  valu(  s. 

Again,  t()r  the  want  of  domestic  markets,  the  transportation  of  many 
of  our  important  products  involves  a  fhrouirh  transportation.  Take,  fi)r 
instance,  a  cotton-producing  State  like  Mississippi.  Nearly  the  whole 
industry  of  this  State  is  engaged  in  the  cultivation  of  this  article.  Of 
the  immense  amount  produced  no  part  is  consumed  or  used  within  the 


W( 

J)e 
UI 


CO 

ve 


\H4 
IH;') 


COLONIAL    AND    LAKE    THADE. 


337 


jnntcd 
resent 
uonso- 

wliiit- 
s  been 
II  liiive 
rouglit 
icm,  it 
i)r  as  a 

which 
3  com- 

I  of  all 
may  be 
!  niatm- 
[i  to  tlie 
[•r  coin- 
iinerce, 
ill  to  a 
jl-iiclds 


vahic^s, 
be  con- 

y  exert, 
the  faels 
L'cssarily 
vahie  of 
rpUis  for 

iiiouiit  of 
)()rtalion. 
>e,  bnlUy 
lly  of  the 
trh- priced 
I  present 
•  iirtieles 
ivt!  stock, 
the  value 
ucully  hy 
v;it,  corn, 
1)11  in  pro- 

1  of  many 
Take,  for 
the  whole 
■li<;le.     Of 
within  the 


I, 


State.  Tlio  entire  staple  goes  abroad  ;  but  as  tlie  aggregjite  iiuhislry  of 
the  peopI(!  is  eondned  to  the  {)roduetioii  of  one  slaplc,  it  f.llows  tliiit  all 
artic:h;s  entering  into  eonsuniiJtion  must  be  importeil ;  so  iluil,  over  the 
channels  through  which  the  cotton  of  this  StaU^  is  sent  to  market,  an  e(jual 
vahie  or  toiniage  musl  be  imj)orted,  as  the  ease  may  be.  This  necessity, 
both  of  an  inward  .'uid  outward  mov(.'iuenl,  ('(pial  to  tlie  whole  bulk  of 
the  surplus  agricultural  product,  is  peculiar  to  the  United  States,  and 
is  one  of  the  reasons  of  the  large  receipts  of  our  roads.  Whih;  this  is 
the  case,  it  is  equiiUy  true  that  newly  selthid  sections  of  conntry  will 
often  supj)ly  a  larger  amount  of  tratlic  thiui  an  older  (tne.  There  can 
1)0  no  doubt  that  an  cipial  amount  of  labor  would  produce  l()ur  times 
as  mu(;h  corn  and  wheat  in  Illinois  as  in  Massachusetts;  conse<|ucntly, 
a  man  living  in  the  lijrnicr  would  contribute  ti)ur  limes  as  much  busi- 
■  lesri  to  ;i  railroad  as  oik;  in  tlu;  latter.  In  elenring  the;  soil,  it  often 
h  ipjfens  that  the  transportation  of  lundjcr  supplies  a  larger  traliic  for 
two  or  three  years  than  agricultural  products  l(»r  an  e(|ual  length  of 
time. 

It  is,  thi'ri^tJ)re,  a  great  mistake  to  suppose  that,  because  a  country  is 
new,  it  cannot  yield  a  large  traHic  to  a  railroad.  In  the  southern  and 
western  States  oii'v  one  y(\'ir  is  fre(pi(Mitly  re(|niri'd  to  prepare  the;  soil 
t<)r  crops,  which  luiy  be  renewed,  the  same  in  kind,  li)r  a  long  si'riesof 
years.  The  amount  raised,  and  eons(>(|uently  the  surplus,  is  much 
larger  in  the  more  recent  than  in  the  longer  settled  portions  of  the 
country.  In  the  more  recent,  too — the  number  of  inhabitants  being 
the  same  in  both  eases — the  amount  sent  to  distant  markets  is  greater 
from  the  fact  that  there  is  no  diversity  ot"  |)ursuils,  wliieh  in  older  com- 
miuiities  supply  liom  a  limited  i-ircl  •  nearly  all  the  prime  necessaries 
of  lit(!  that  enter  into  consumplion.  In  newly  settled  districts,  all  these 
are  often  imported  Iro.n  distant  markets  at  a  very  heavy  cost  of  trans- 
])ortation. 

Th(!  gr-neral  views  above  stated,  in  ret('rriu'(>  to  tin;  earnings  of  the 
railroads  in  the  United  States,  are  fully  borne  out  by  the  result.  In- 
vestments in  these  works  have  probably  yielded  a  belter  return,  inde- 
prndently  of  the  incidental  advantages  connected  with  them,  than  the 
ordinary  rales  of  interest  prevailing  throughout  the  country.  Such  is 
the  case  with  the  roads  of  Massachusetts,  the  State  in  which  these 
works  have  been  carried  to  the  greatest  extent,  and  havi-  cost  the  most 
l)er  mil(>,  and  amongst  which  are  embraced  a  number  of  expensive  and 
unproductive  lines. 

The  l()llowing  statement,  compiled  from  oilicial  returns,  shows  the 
cost,  «!xpenses,  and  income  of  all  the  railroatis  of  this  State  tor  t()ur 
vears  previous  to  January  J,  1852: 


Years. 


Cost. 


1S4H S4ri.777,000 

IH-W .'il,SS:),55G 

1851 :)t),lllG.UH3 

Total 154,7G8,(J4H 

22  


MxpeuBet!. 


Income. 


i,.S.284,i):).'J  *(i,067,164 
:<,41().;W4  «,. •{()(),  G62 
4,  U(  (2,847         7,287,342 


i  I 


10,098,104  j     19,055,168 


338 


ANDREWS     IIEPORT    ON 


Tlic  nhovf  ifililc  includrsi  scvrriil  fxpcrisive  work.'*  opciu'tl  Uhi 
n'cciilly  Inr  lln'  (kvcloinncnt  ot  ii  liir«^('r  business,  iiiid  ot'cmiiHc  [nT.scnts 
.1  iiiiicli  uvivv  imtiivoiiihlr  view  of  llu?  prodtictivciu'ss  ot"  flicsr  worlu 
thnn  would  he  sliowu  liy  iiu  avcni^c  tin*  ii  loii<;('r  jx-riod. 

'I'lic  most  prodiiclivc  r;iilro;ids  in  Miissiicliiiscttrt  :irc  those  coiiiicctiiiii; 
tlio  iiiiiMuriicliiriii^  iiiid  coiiinifici.'d  towns,  wliilr  iIk;  most  iiiipiodiiclivr 
tiro  those  depctuhii^  upon  the  <t>rrinilturiil  inten'sts  tor  support.  The 
.'i;j;rieullurc  of  this  Stiilr;  supplies  iioihirm;  ti)r  r.riiort ;  on  the  eoiitnirv, 
thi-re  is  hiirdly  :i  town  that  does  not  depend  upon  other  .-uid  (hstani 
portions  of"  the  eountrv  tor  many  of  th(!  mort;  important  artiehs  ol" 
iood.  The  small  sur|)lus  raided  is  wanted  l()r  eonsumption  in  the  im- 
tnechate  neighborhood  of  pnuhu-lion.  Where  ther(^  an"  no  maimtiietu- 
r\u<i  estal)hshment-<  upon  a  route,  the  movement  of  property  upon  New 
En,L(lan(l  roads  is  limited,  and  lieneo  the  comparative  unproductiveness 
of  what  may  Ix;  termed  ittrnciillunil.  lines.  In  the  eastern  tSlates  other 
sources  ot"  husiness  make  uj)  tl)r  the  lack  ol"  a|,Miiultural  products  l()i 
transportation,  and  the  a_<,'u;re<x.ite  investment  is  j)roductive.  In  the 
southern  and  western  Stales  the  soil  supplies  a  very  lar<j[e  .snr{)lus 
for  expoiiatiou,  atl()rding  otter),  per  mic,  a  greater  livlh-  Wtv  trans- 
portation than  is  sup|)lie(l  to  easlern  roads,  either  liom  agraaillure, 
manutiicture,  or  commerce.  'I'lie  cost  of  tlie  former,  however,  will  not 
on  the  average,  e(|ual  one-half  that  oi"  ih:'  latter;  and  as  the  rates  of 
charges  are  pr*  tty  iniiii)rm  upon  all,  and  if  anything  higher  upon  the 
soul/irtn  and  wrstirii  than  u[)oii  the  citMiirn  roads,  iIk  rrNctiues  of  the 
fi)rtner  must  ot  comse  he  very  nnich  greater  thati  the  latter.  Such  is 
the  tact.  The  greater  income  ol"  the  one  icsults,  hoili  from  a  larger 
tratlic,  which  the  western  country  in  particular  is  adapnd  to  supply, 
and  l"r(»in  the  higher  rates  ()f(;harges  in  proportion  to  the  cost  of  th<'  re- 
SjK'clive  lines  ot"  the  two  dillerent  sections  ot'  the  country.  iNumerous 
illustrations  ot"  this  fact  might  he  readily  given.  The  larnings  of  the 
Cleveland  ami  Colmnhus  road  have  heen  greater  than  ihosr  ot"  the 
Hudson  river  >ince  the  opening  ot"  tluar  respective  lines,  though  tin- 
t()rmer  is  onlv  V-V)  miles  long  afid  cost  $3, (KM), ()()(),  while  the  latter  is 
J -W  miles  and  cost  !<; J 0.1)00,001).  Jtailroads  in  the  newly  settled  por- 
tions of  thr  country,  as  a  general  ruh  ,  eommiuid  a  much  largi'r  tratlic, 
and  ot" course  yield  a  better  return  upon  iheir  cost,  than  those  of  the 
older  Stales.  Assmning  the  revenues  per  mile  of  the  roads  oi  tin'  two 
divisi'ins  ot  the  country  to  he  e<|ual,  their  ml  incoint'  will  he  in  the 
ratio  <>i  their  cost,  which  may  he  staled  at  two  to  on<.'  in  favor  of 
western  and  siaitliern  loads. 

MODli    01'    COXSTllLCTIOti. 

Bv  liu"  the  greater  lujmher  of  our  roads  in  progress  are  in  the  interior 
of"  the  ('oiiniry — in  our  agricultural  districts,  that  do  not  possess  an 
amount  o\' <ta:uinuliUal  capital  e(|ual  to  their  cost.      A  business  ade(|uale 


to  tl 


h:   sur)i)ort  ol   a  r;M 


Iroad 


may  cm,-i    witiiout  tlie  means  lo  construct 


one.      'j'lie  construciKin  of  a  railroad,  too,   creates  opporluuilies  l()r  in- 
ve^lmeiit  which  promise  a  much  greater  return  than  the  stock  in  such  a 


work. 


W 


lite,  tliereloie,  our  peo|)ie  are  disposed  to  malic  every  reason 


able  sacrifice-  to  secure  a  railroad,   ihcy  preti.r,   and  in  tiict  they  find  it 


'\ 


COLONIAL  ANU  LAKE  TnADB> 


339 


rrsr'tits 
\vorkii 

iifcting 
(luclivc 
I.  Thr 
Diilraryi 

(listaitt 
iclts  of 
llic  im- 
iiutiictu- 
)()n  New 
•livrncss 
t»'S  otliiT 
duels  11)1 

111  iIh- 
■  .suii)lu^ 
or  liaus- 
nciilturi', 
•,  will  iu)t 
»'  ralrs  ol" 
upon  ill*' 
,rs  of  tin* 

Surli  is 
1  a  larpT 
o  supply, 
of  llic  IV- 
iNuuicroiis 
iios  of  tilt" 
losr  ot'  llif 
li(iii<;h    llif 
•   lutur  is 
iitli'd  por- 
(Tcr  irallic, 
nsf    of  ill'' 
(.1   till.'  two 

be  in  lli<^' 
in  favor  ot 


ihc  iiilfiior 

possi'SS   all 

ss  adctpialc 

lo  couslriict 

nilics  l(»r  iu- 

lick  ill  such  a 

very  rt'asoii- 

tliey   lind  it- 


I 


inord  f!)r  tlii;lr  interest,  to  borrow  :i  ixirtioii  of  tlit>  amoimi  riMpiirrd, 
tliaii  to  iiiVfrtf  llic  wlioli-  liU'aiis  dircclly  in  ilic  project.  'I'licy  <-;iii  lirt- 
ter  iill()rd  lo  secure  llie  co-operation  of  l(»r«  i^ti  capilal,  liy  olli'riiiij;  lii^h 
pri'niiuins  I'or  its  use,  than  to  ciiibarrnss  tlicuiselv<'.s  by  making,'  a  jier- 
inaiu'nt  investment  of  loo  lar^c  a  propoiiion  of  flidr  own  imnietliiitc 
means.  Tliese  fuels  siilliciently  e,\[)lain  llie  rr'asoiiM  wliy  llie  borrowing 
ol  ji  considerable  portion  of  the  co.-t  of  our  roaiUlian  become  so  univer- 
sal a  I  llie. 

It  is  only  by  the  co-operation  of  capitalists  residiiitj;  ata  distance,  and 
liiivin^  no  interest  in  the  collateral  acfvaiita^i  s  due  to  railroads,  that  the 
great  majority  of  our  works  could  have  been  construcled.  In  the  outset, 
money  was  fuinislicd  slowly  and  cautiously,  and  i.  n  only  upon  the 
most  nii(|uestionc(l  security.  As  the  result  be<j;a!i  .  »  Icnionstrale  the 
aali'ty  and  productiveness  of  these  investnieiils,  capilal  was  more  freely 
alliirded,  and  became  less  cxa(;ling  in  its  conditions.  'I'lie  result  has 
been,  that  a  confidence  in  the  safi  ;y  of  our  railroads,  as  investments  of 
capilal,  has  become  general,  not  only  in  this  country,  but  in  Kurope  ; 
and  conijiatiies  whose  means  and  prospective  advanta<j;es  entitle  them 
to  credit,  lind  no  (hlliculty  in  borr-  wing  a  rejisonable  .sum  uj)on  the 
security  of  their  roads,  with  which  to  coinplete  tii^  ..i.  The  amount 
usually  borrowediiir  our  ro.ids  in  |)rogress  aveia  •  s  fr(»m  !?•'>,')<•()  to 
to  JS  10,000  per  mile.  The  general  custom  recjuir  s  Jiat  a  sum  ecpial  to 
the  one  sought  to  be  borrowed  shall  be  \'\i  naid  in,  or  sec;. d  l()r  con- 
struction. A  road  that  will  cost  $'J0,000  pc  i  miie  is  con>i(ierc{l  as  suf- 
ficient security  liir  a  loan  of  S  10,000  per  mile;  and  as  the  cost  of  new 
works  will  not  much  exceed  the  (i)rmer  sum,  the  U\Urv  is  not,  as  a 
general  rule,  considi  red  so  lartM'  ;is  to  create  distrust  as  to  the  safety  of 
the  investment,  on  account  of  the  iiiagiiilude  ot  the  loan. 

This  rule,  which  estalilishcs  the  proportions  to  be  supplied  by  those 
engaged  in  the  coMstriiction,  and  capitalists,  is  well  calculated  to  pro- 
mote the  best  advantage  of  both  parties.  The  liii't  that  the  jx-ople  on 
the  line  of  a  contemplated  road  are  willing  to  tiiriiish  one-half  of  the 
means  re(juisite  tor  construction,  and  to  pledge  this  li)r  an  eijual  sum  to 
conij>letc  the  road,  is  siillicieiit  t  videiiee  that  in  the  opinion  of  such 
j)coplc,  the  construction  of  such  work  is  justilied  by  a  prospecti\e  busi- 
ness. The  int(.-rest  they  have  i:i  it  also  is  a  suliicient  guarantee  that  its 
alliiirs  will  be  careliilly  and  j  iudi'iitly  managed.  The  large  amount 
paid  in  and  at  stake  divests  the  [H'oject  of  all  s^it.cuhttuc  lealiires.  Where 
the  advantages  and  success  are  merely  I'ontingeiit,  prudent  persons  do 
not  usually  hazaid  large  sums.  The  lender  has,  therelbre,  all  the 
guarantees  of  sati  fy,  both  from  the  character  of  the  project  and  its 
prospei'fivc  income  and  proper  nianagenieiit. 

it  is  on  this  account  that  the  credits  furnished  by  municipal  bodies 
i()r  th(3  construction  of"  railroads  should  be  resorted  to  only  in   extreme 


cases. 


In 


lividuai.-.   making   up  the   aggregate  community  may  be  in- 


duced to  vote  the  citulils  of  the  latter  in  aitl  of  a  proji^H,  when  they  by- 


no  means  could  i)e  induced  to  venture  tluMr  own  ca[)Ual  in  its  success. 
In  this  manner  projects  may  be  set  at()ot  the  consummation  of  which 
are  not  justili(^d  by  thesi;  commercial  and  pecuniary  c-onsiderations, 
which  are  the  only  safe  guides  of  action  in  suili  cases.  Railroads  are 
purely  commercial  enterprises,  and  their  construction  should  be  made  to 


340 


Andrews'  report  on 


depend  upon  the  same  rules  of  conduct  that  control  the  building  of 
ships,  or  the  erection  of  manufacturing  establishments. 

The  safety  of  the  securities  offered  to  the  public  will  be  readily  seen 
from  a  comparison  of  the  earnings  of  .)ur  railroads  with  tlie  sum  necessary 
to  meet  the  interest  on  the  loans.  Allowing  the  sum  borrowed  to  equal 
$10,000  per  mile,  it  would  re([uire  from  $600  to  $700,  according  to  the 
rates,  ac'iually,  to  meet  the  accruing  interest.  But  tlie  net  earnings  of 
our  new  projects  more  than  treble  this  amount,  leaving  i()r  dividends  on 
stock  a  sum  equal  to  double  that  paid  on  loans.  That  such  will  be  the 
result,  as  far  as  our  new  and  less  expensive  works  are  concerned,  for 
some  years  to  come,  till  a  greater  abundanct!  of  monej'^  shall  have 
lowered  the  rau'S  of  interest,  and  the  competition  of  new  works  shall 
have  reduced  the  rates  charged  ior  persons  and  property,  tiiere  cannot 
be  a  doubt. 

Below  is  given  a  tabh-  of  the  gross  and  nil  earnings  of  several  of  our 
new  roads,  and  of"  the  same  class  as  those  that  are  now  coming  into 
market  for  money : 


Roadii 


Total  earniiigs, 
as  per  last  re- 
]>ort. 


Net  earnings. 


Per  mile. 


•Cleveland  and  Columbus i  §,341 ,680  96 

[.ittle  Miami i  487,815  W» 

Columbus  and  Xcnia 211 ,631  37 

Midiiffaii  Central 1.. 00, 043  00 

380,078  00 


Aladisoi)  and  Indianapolis. 


^ 

$239,969  28 

$1,710 

297,457  57 

3,.'-)41 

150,055  58 

2,778 

461,364  HO 

2,116 

185,080  60 

2,378 

For  six  months  only. 


Cost  (if  Railroads  in  the  United  Statcx. 

With  the  exception  of  those  in  the  States  of  Massachu.setts  and  New 
York,  it  is  dilfieult  to  get  at  the  exact  cost  of  our  roads.     The  eom- 

{)anies  within  the  States  named  are  required  by  law  to  return  to  their 
egislatures  the  cost  of  their  r(\s|)ective  lines.  To  ascertain  the  cost  of 
other  roads,  resort  must  be  had  to  the  published  statements  of  iheir 
affairs.  These  statements,  though  generally  to  be  relied  upon,  are 
uniform  neither  in  their  character  nor  in  the  lime  at  which  they  make 
their  appc^arance  ;  and  some  of  our  largest  eonipanies  make  no  exhibit 
of  their  affiiirs  save  to  their  own  stockholders. 

It  may  be  here  stated  that  it  is  in  liie  power  of  the;  general  govern- 
ment to  supply  the  lack  of  inf!)rmatioii  wiiieh  at  present  exists  in  refer- 
ence to  our  railroads,  by  re(|uiring  ;dl  companies  with  whom  contracts 
are  made  for  transportation  of  the  mails  to  return  to  the  Post  (>lH(>e 
Department  full  and  ar;curate  statements  of  their  co.>;t,  income,  debts, 
expenses,  &c.,  &c.  Such  returns,  made  in  a  jiroper  maniuT,  would 
be  exceedingly  advantageous  in  many  points  of  view.  They  would 
show  annually  the  extent  to  which  these  works  are  carried,  their  cost, 
income,  expenditures,  mod(^  of  conducting  the  various  works,  &e.,  &c. 
The  returns  of  their  business  operations  would  afford  a  great  amount 


COLONIAL    AND    LAKE    TRADE. 


341 


mile. 


#1,710 

3,541 

2,778 

t>,llG 

2,378 

of  useful  information,  in  reference  to  the  internal  commerce  of  the  coun- 
try, which  could  be  obtained  from  no  other  sources.  The  great  lack 
of  correct  statistical  knowledge  upon  this  subject  is  felt  and  acknowl- 
edged by  all ;  and  there  seems  to  be  no  other  mode  of  obtaining  this 
correctly  than  by  the  one  pointed  out.  The  returns,  loo,  by  collecting 
all  the  existing  information  upon  the  subject  of  railroad  management, 
could  not  fail  to  exert  the  most  bojneficial  influence,  by  making  public 
whatever  is  valuable  in  the  experience  of  each  company. 

The  cost  of  our  roads  depends  very  much  upon  the  character  of  the 
country  through  which  they  are  built.  Those  in  the  New  England 
States  are  the  most  expensive,  not  only  from  the  greater  difficulty 
of  construction,  but  from  the  greater  cost  of  right  of  way,  land,  &c. 
The  general  surtiice  of  the  country  is  unfavorable.  It  becomes  better 
adapted  to  these  works  on  g'  ing  south,  though  the  roads  of  all  the 
eastern  States,  as  far  south  as  Maryland,  cost  much  higher,  per  mile, 
than  those  of  tiie  southern  or  western  States.  The  difference  in  the  cost 
between  the  roads  of  the  two  sections  of  the  country  is  confined  princi- 
pally to  the  items  of  grading,  bridging,  and  Innils.  In  the  States  of 
Indiana  and  Illinois,  the  cost  of  these  items,  upon  long  and  important 
lin(>s,  will  not  often  exceed  $5,000  per  mile;  while  in  tiie  eastern  States 
the  average  fin'  the  same  is  H)ur  or  five  times  greater.  The  Mississippi 
valley  consists  of  an  immense  plain,  presenting  but  a  few  obstacles  to 
the  ea.«<y  construction  of  a  railro;id.  The  same  may  be  said  of  the 
greater  j)ortion  of  the  .southern  Atlantic  and  Gulf  States.  Throughout 
the  country,  except  in  the  eastern  States,  the  lands  reipiired  for  right  of 
way,  depots,  and  stations,  are  eillier  given  gratuitously,  or  are  had  at 
Very  low  cost;  the  owners  being  sufKeiently  remunerated  in  the  inci- 
dental advantages  resulting  from  these  works. 

The  average  cost  of  the  roads  of  the  States  of  Maine,  New  Hamp- 
shire, Vermont,  Massachusetts,  Coinieclicut,  Rhode  Islanil,  New  York, 
New  JcMsey,  Pennsylvania,  and  M.nyland,  is  not  far  from  $40,000  per 
mile.  The  cost  of  those  ot'  the  Slntrs  not  enumerated  is  not  far  from 
^20,000  per  mile.  The  average  U)r  the  whole  country  will  not  exceed 
$30,000  per  inih',  including  full  e([uii)meMt,  and  everything  necessary 
f()r  their  efficient  operation.  'I'his  wouKl  give  f()r  one  road,  completed 
and  in  [)rogress,  the  follow  ing  as  the  total  cost: 

Roads  comi)lete(l,  1'2,82H  niiles,  ai  $30,000  per  mile..  $384,630,000 
Roads  in  progress,  12,G28A  miles,  at  $20,000  per  mile  .     252,500,000 

Total 637,190,000 


It  is  believed  that  :ni  extent  of  line  e(|ual  to  the  wjiole  number  of 
miles  now  in  operation  will  be  completed  within  three  years  from  the 
present  time,  at  which  ptM'iod  the  i;ostofour  roads  will  eipial  the  above 
sum. 

The  probable  extent  to  which  the  eonstrucli()n  of  railroads  will  be 
ultimately  increased  in  this  country,  is  an  interesting  subject  of  specu- 
lation. At  the  present  tine  thev  are  very  une(|ually  dislril  uteil.  In 
Massachusetts,  l()r  instane(%  we  find  one  mile  ot"  lailroad  to  every  six 
square  miles  of  territory.     The  same  ratio  ap])lied  to  ihe  area  in  which 


iVi 


Ih 


n  I 


b 


h 


111 


342 


ANDREWS*    REPORT    ON 


these  works  arc  in  progress,  would  give  183,000  miles  of  railronds 
against  2G,000  miles,  wiiicli  is  not  fiir  from  the  extent  of  lino  in  opera- 
tion and  progress  at  the  present  time.  It  would  give  to  the  State  of 
Ohio  nenrly  7,000  miles,  where  there  are  not  one-half  of  this  number 
either  in  operation,  in  progress,  or  eontemplated.  It  would  give  to 
Illinois  11,000  miles,  and  nearly  the  snme  iimount  to  Virginiri.  Both 
of  these  Slates  have  not  more  thcUi  4,000  miles  in  operrition  nnd  pro- 
gress. 

There  ean  be  no  reason  why  the  State  of  Ohio  sliould  not,  in  time, 
and  in  Diet  as  soon  as  lliey  can  be  reasonably  constructed,  have  the 
same  number  of  miles  of  railroad,  in  pro])ortion  to  its  area,  as  Massa- 
chusetts; nor  wh}'  the  western  States  of  Michigan,  Indiana,  IlUnois, 
Wisconsin,  Iowa,  and  Missouri  should  not  have  the  same  number  of 
miles  of  railroad,  their  areas  compared,  as  Ohio.  They  are  e(}ually 
well  adapted  to  these  works,  and  the  same  necessity  exists  f()r  their 
construction  in  the  former  as  in  the  latter.  The  only  element  wanting 
to  secure  a  similar  result  is  time,  wliieh  will  supply  population,  an(l 
develop  their  resomces  to  an  equal  extent.  There  is  no  reason  why 
railroatls  should  not  kee{)  pace  with  the  progress  of  the  States  in  popu- 
lation and  wealth,  nor  why,  when  they  have  reat;]ied  the  present  posi- 
tion of  Ohio,  they  should  not  boast  an  e(jual  number  of  miles  of  rail- 
road. 

The  area  of  the  States  above  nanjed  is  e(pial  to  400,000  s(iuare 
miles.  To  supply  these  with  r;iilroads,  to  the  same  extent  that  we 
now  find  in  Ohio,  including  those  in  progress,  would  recjuire  20.000 
miles  of  road.  The  same  ratio  that  W(>  find  in  Massachusetts  would 
recjuirc  mon;  than  60,000  miles.  Now,  no  one  aecpKiinted  \vii)i  the 
resources  nnd  wimts  of  the  southwestern  Stales,  and  the  ch:u';icler  of 
their  people,  ean  doubt  that,  in  time,  :ui  ecjual  nrca  will  call  f()r  :mi  t'([iial 
extent  of  lines,  and  thiit  the  construction  of  liiese-  ro;ids  will  proceed 
with  e(jual  pace  with  their  popuhition. 

The  probable  rapid  expansion  of  these  works  is  well  shown  by  a 
comparison  of  Georgia  with  other  southern  St;itcs.  In  the  l()rm<'r  there 
are  about  one  thousand  miles  of  rotid  in  o])eralion,  ;dl  of  which  are  lu- 
cratively employed.  Now,  the  States  of  North  C;uolin;i,  Alabama, 
Mississippi,  Louisiana,  Tennessee,  and  Kentucky  will  all  compiuc  ta- 
vorably  v  th  (Jeorgia  in  population,  in  wealth,  in  extent,  and  in  n;itur;jl 
resources.  Railroads  are  just  as  much  needed  by  the  former  as  by  the 
latter.  They  would  cost  no  more  j)er  mile.  They  would  pa^'etjually 
well,  and  would  accomplish  as  much  in  improving  the  condition  of  their 
people.  But  the  aggregate  length  of  line  oi' ail  these  St;iti'S  is  not  e(|u;il 
to  tne  extent  of  riiilroad  which  we  find  in  (Jeorgiii,  Here,  then,  is  a  field 
where  at  least  five  thousand  miles  of  r.-iilroad  are  siiown  to  be  needed, 
li)r  no  one  can  doubt  that  r;iilroads  in  the  States  named  will  be  e(|u;dly 
as  useful  and  productive  as  those  of  (Jeorgia. 

But  even  Georgia  is  very  [)oorly  supplied  with  r.'iilroad  fai-ilities. 
Not  on(!-half  of  her  territory,  and  hardly  one-half  of  her  population,  are 
within  reach  of  them.  A  very  large  j)rf)portion  of  her  ])ro(lucts  arc 
wagoned,  or  sent  down  her  rivers  at  great  ex|)en,H',  to  inconvenient 
markets.  Her  area  is  at  least  eight  times  gnjfiler  th;m  that  of  Massa- 
chusetts.    The  latter  State  has  «)n(;  mile  of  railroad  to  every  six  scpiarc 


COLONIAL   AND   LAKE    TRADE. 


343 


miles  of  territory.  The  same  ratio  would  give  to  Georgia  9,600  rniles 
of  railroad,  ecjualling  two-thirds  the  wjiolc  extent  (jf  lines  in  the  United 
States,  ynd  to  the  States  named,  including  Gctjrgia,  (embrticing  an  area 
of  390,000  S(|uare  miles,)  more  than  G5,000  miles  of  railroad.  There 
can  be  no  doubt  that,  in  the  States  named,  ten  thousand  miles  ot  rail- 
road are  needed  to  meet  the  immediate  cf)mmercial  w.mtsof  the  people, 
and  that  this  extent  of  roud  would  find  lucrative  employment. 

Tabular  statement  showing  the  nnmbcr  of  )nilrs  of  juulroad  in  j)rogrcHs  and 
in  operation  In  the  United  Slates. 

MAINE. 


i-- 


and 

why 

popu- 

posi- 

rail- 


Roads. 


Androscoggin  and  Knnnebco.. . . 

Atlantic  and  St.  Liuvrenco 

Buckfield  branoli 

Bangor  and  l'iscata(|uis 

Kennebec  and  Portland 

Bath  branch 

rorl...ind,  Saco,  and  Portanioutli. 

Calairt  and  Baring 

Marliiaa  port 

York  and  Cinnl>erland 

Androscoggni 

Penobscot  and  Kennebec 


Total . 


Miles  in 
operation. 


Miles  in 
l»rogres8. 


05 

121 

13 

12 

m 

9 

51 

G 

n 

10 
20 


3G5 


30 


43 


128 


NEW  HAMPSHIRE. 


Boston,  Concord,  and  Mont 

real 

71 
28 
35 
25 
14 
13 
2fi 
2G 
82 
47 
25 
15 
54 
23 
IG 

22 

Coclieco 

Concord 

Concord  and  Clareniont 

Great  F'ali.s  and  Conwiiy 

IVIanchcstiT  and  La\v*rence 

New  Hanipsliiri!  Central.. 

Northern 

Portsmouth  and  Concord 

Snlliv''\n 

Wilton 

ChcHhire 

.Ashuelol 

Eastern 

Wliito  Mountain - 

20 

Total 

500 

42 

344 


ANDREWS'    REPORT    Oli 
VERMONT. 


Roads. 


Connecticut  iind  Passuinpsie  River 

Rutland  and  Burlington > 

Vermont  Central 

Rutland  and  Washing    -ii 

Vermont  Valley 

Bennington  branch. 

Western  Vermont 

Total. 


Miles  in 
operation. 


Miles  in 
progress. 


61 

119 

164 

12 

24 

6 


439 


MASSACHUSETTS. 


;  :■ 


\ 


i  ■] 


Berkshire 

Boston  and  liowcll 

Boston  and  Maine 

Boston  and  Providence 

Stoughton  branch 

Boston  and  Worcester 

Cape  Cod  branch 

Dorchester  and  Milton 

£a°*crn 

Essex  (yaleni  to  Lawrence) 

Fall  River , 

Fitchburg 

Fitchburg  and  Worcester 

Jjowell  and  Lawrence 

Naslnia  and  Lowell 

New  Bedford  and  Taunton 

Newbiiryport 

Norfolk  County 

Old  Colony  (Boston  t(.  Plymouth). 

Petersboro'  and  Shirley 

Pittsfield  and  N.  Adams 

Providence  and  Worcester 

South  Shore 

Stony  Broiik 

Western  (Boston  to  Albany) 

Worcester  and  Nashua 

Vcrmcjnt  and  Massachusetts 

Housatcinic  branch 

South  Reading  branch 

Salem  and  Lowell 

Grand  Junction 

Harvard  branch 

Lexington  and  West  C;ami)ridge.  . . 

Connecticut  River 

Troy  and  (ireenfield 

South  R(>ading  branch 

Charles  River  branch 

Stockbridire  and  Pittsfield 

Palmer  and  Amherst 


21 

2H 
H.l 

4 

69 
28 
.'} 
58 
21 
42 
67 
18 
13 
1.1 
33 
l.") 
2(i 

4:> 

23 

20 

44 

II 

13 

117 

46 

77 

II 

9 

17 

7 

1 

7 


9 


42 

ii' 


Total . 


1 ,  128 


ilea  in 
)greBs. 


COLONIAL   AND   LAKE    TRADE. 
RHODE  ISLAND. 


34d 


Roads. 

MilcB  in 
operation. 

Miles  in 
progress. 

Stoninii'ton    .......■>>••>■•••■••■••••*■■■••••■■>••■■■>»•■■•■•■■ 

50 

Providf*nrf»    1  lartfrinl.  and  Fishkill >... 

32 

Total 

50 

32 

CONNECTICUT. 


Hartford  anil  New  Haven 

Hartford,  Providence,  and  Fishkill 

Housatoiiic 

Middlotown  bnincii 

Naiigatuck 

New  Haven  Canal 

New  London,  Willimantic,  and  Palmer. 

New  London  and  New  Haven 

New  York  and  New  Haven 

Norwich  and  Worcester 

(^olllnHvillo  branch 

Air-line 

Danbury  and  Norwalk 

Middlctown  branch 


62 
50 
98 
10 
62 
45 
66 
50 
76 
66 
11 


Total. 


24 
10 


630 


96 


102 


198 


NEW  YORK. 


42 
12 ' 
2.5* 

79 


\ 


Albany  and  Schenectady 

Albany  and  West  Slockbridtrc...  . 

Attica  and  liiitValo 

Butlald  and  Niagara  Falls 

Cayuga  and  Sus<iuclianna 

Hudson  and  Hcrkahiro 

HudsDU  liivcr 

Luwislon 

Long  Island 

New  York  and  Erie 

New  York  and  Harlem 

Nortlicrn • 

Owwcgo  and  Syracuse 

Rensselaer  anil  Saratoga 

Rochester  and  Syracuse 

Saratoga  and  Washington 

Saratoga  and  Scheiii-ctady 

Schcnccta<ly  and  Troy 

Skaneateles  and  Jordan 

Syracuse  and  IJtica 

Corning 

Bullalo  and  llochester 

Troy  and  (irei'nbush 

Utica  and  Schenectady 

Watertown  and  Homo , 

A":  .ny  and  Northern 

Albany  and  Susquehanna 

Buftalo  and  State  Lino , 

Buffalo  and  New  York 

Buflalo,  Corning,  and  New  York. 

Canani'.igua  and  Klmira 

Plattnl)   Tg  and  Montreal 

Rocli'  .ler  and  Niagara  Falls 

Ru*  4iid  and  Washington 


17 

38; 

31', 

22 

33 

31! 
144 
3 

98 
464 
1.30 
118 

.35 

32 
104 

:)!>; 

i. 

53 

14 

76 

6 

78 


I 


I 


33 
143 


69 
90 
45 
67 
25 
76 
64 


1^ 


M:m   'xt'^m 


ANDREWS'    REPORT   ON 

NEW  YORK— Continued. 


Miles  in 
oporiition. 


SackeU's  Harbor  and  Ellnburg 

Troy  and  Boston 

CanandaigUii  and  Niajarii  Falls 

Syracuse  and  niir:)iamtoii 

Sodus  Bay  and  Suiitliern 

Potsdam,  WuS.ertown,  and  ^Hlutllern. 

Lake  Ontario  and  Aui)urn 

Genesee  Valley 


Buflalo  and  Olean . 
Lebanon  Springs  , 


Total. 


NEW  JERSFV. 


32 


2   1I8-' 


Miles  in 
projrrcsH. 


17 

H 

<■»■< 

s> 

7;i 

ih 

100 

7.'') 


874 


Belvidcro  ind  li.i.iware 

Burlinjjtcr.  aiil  .Mviinl  lloily 

Ciundcn  nr  1  '  -ahoy 

Morris  :t  iiti   Ls:  .i\x 

N(".v  .Terse V 

New  J,rrsoy  Central 

Tronton  branch 

Union 


Total. 


l.'i 
(> 
G4 
.'}.') 
."U 
G4 
(i 
Xi 


;2.")4 


40 


4.'i 


ri.'i 


PENNSYLVANIA. 


'  ■  ''i 
'I 


Alleghany  Portage 

Beaver  ^feadow 

Carbondalc  and  Honcsdale 

Columbia  and  Philadclpiiia 

Westchester  branch 

Corning  and  lilossburg 

Cumberland  Valley 

Hazleton  and  Lehigh 

Little  Schuylkill 

pjxtension  to  Tamenend 

Mine  Hill 

Mount  Carbon 

Pennsylvania 

Philadelphia,  Reading,  and  Poltsville 

Philadelphia  and  Norristown 

Germantown  branch 

Philadelphia  and  Trenton 

Philadelphia,  Wilmington,  and  Baltimore.. . 

Schuylkill  Valley 

Summit  Hi!"  and  .Mauch  Ciiunk 

Whitehaven  and  Wilkcsliarre 

Williamsport  anrl  I'^hnira 

Franklin 

Dau])hin  and  Susquehanna 

Strasburg 

Lykens  Valley 

Nesquehnning 

Room  Run 

Chester  Valley 

Lehigh,  Delaware,  Schuylkill,  and  Susijueha 
Pino  Grove 


36 

36 
t>4 

8-J 
9 


10 
liO 


30 

7 

214 

92 

17 

6 

30 

!»>( 

2r> 
'2r> 

20 

21 
»2 

16 

7 

16 


36 


22 
40 


COLONIAL   AND   LAKE    TRADE. 

PENNSYLVANIA— Continued. 


347 


Roads, 


Beaver  Meadow  

York  and  Cumberland 

Sunbury  iind  Krio 

Lac-kawuinia  and  Western 

Catawissa,  Williams|)ort,  and  Erio. 

Delaware  and  Susquelinnna 

Philiidnlpliia  and  Westchester 

Pennsylvania  Coal  Company 

Ilnniplield 

Allegheny  Valley 

Columbia  branch 

Hanover  branch 

York  and  Wrijjhtsvillo 

liancaster  and  llarrisburg 

Suscpiehanna 

Pittsburg  and  Steubenvillc 

Franklin  Canal 

Northeast 


Miles  in 
operation. 


12 
25 


50 


47 


Total. 


1!) 
13 

la 

37 


DELAWARE. 


•2G 

18 


1.215 


Miles  in 
progress. 


24U 


93 

48 


78 
180 


50 
42 


915 


New  Castle  and  Frenchtoun , |         KJ 

Wilmington  branch | 

Total !        IG 


11 


11 


MARYLAND. 


Annapolis  and  Elkridge 21 

Baltimore  and  Ohio '  304 

Washington  branch 38 

Frcdcri(;k  branch i  3 

Baltimore  and  Susipiehanna I  57 

Westminster  branch ;  10 

Total !  433 


VIRGINIA. 


Richmond  and  Danville 

Richmond  and  Petersburg , 

Clover  Hill 

South  Side 

Manasscs  Gap 

Petersburg  and  Roanoke 

Seaboard  and  Roanoke 

Appomatox 

Winchester  and  Potomac , 

Virginia  Central,  including  Blue  Ridge. .. 

Virginia  and  Tonnesec 

Orange  and  Alexandria 

Richmond,  I'Vedericksburg,  and  Potomac 

Greenville  and  Roanoke , 

Northwestern 


Total. 


65 
22 
15 
50 


60 
bO 
9 
32 
104 
50 
40 
76 
21 


624 


60 


75 

155 

50 


120 
610 


''4 

m 
■  if 


■■>  'it'il 


348 


ANDREWS     REPORT    ON 
NORTH  CAROLINA. 


RoadH. 

MiloH  in 
upuration. 

Miles  in 
UrogresH. 

Oaston  and  Raloiph 

87 
1C2 

223 

25 

Totul 

249 

948 

SOUTH  CAROLINA. 


Biiutii  riirr)liim 

(IrctMivillr  mill  roliimhja. . . . 
Clmrlotti!  iind  youth  ('iiroliiia 

King's  llouiiliiin 

LaiiruiiH 

Spartanburg  and  Union 

Wilmington  and  MuncliPHtnr 


Total. 


341 
163 

no 

15 


l(i 

(il) 

117 


Mi) 


193 


GEORGIA. 


Central 

Georgia 

Macon  and  WcHturn 

WesttTii  and  Atlantic 

Soutliwt'Kterii 

Rome  branch 

Aliiscognc 

Atlanta  and  W('st|)oiiit 

Milledgevillc 

Eaton  and  .Milk'dgevillc 

Wilkos  county 

Athens  branch 

Waynesboro' 

Savannah  and  Pensacola  (estimated)  . 
Brunswick  and  I'cnsacola  (estiinatein 


191 

i7r» 

101 

140 

50 

ao 

51 
52 
17 


69 


21 
35 


20 

18 


39 
21 


I        50 
.       300 

.!       300 


Total. 


857 


803 


FLORIDA. 


St.  Mark's  and  Tallahossoo. 


23 


ALABAMA. 


if  m 


Montgomery  and  West  I'oint. 

Mobile  and  Ohio 

Alabama  and  Tennessee 

Alabama  f^'entral 

Memphis  and  Charleslon 

Girard 


Total. 


88 
33 
40 


ItJl 


30 

160 

50 

28 1  i 
220 

741i 


m 


COLONIAL   AND    LAKE    TRADE. 
MISSISSIPPI 


349 


Roads. 


Riiyinond 

St.  Francis  and  Woodvillo 

Vic^liHliurfr  and  Drnnduii 

Moliilo  and  (Jhio 

klissiraippi  Central 

(^'unton  and  JankHon 

Now  Orleans,  Jackson,  and  Norlliorn. 


Total. 


-Miles  in 
operation. 


I 
GO 


95 


MileH  in 
progress. 


273 

401) 


878 


LOUISIANA. 


Carrolton 

Clinton  and  Port  Hudson 

Lake  Pontciiartruin 

Mi'.xir.in  (Jiilf 

•New  ()rl(wiiis,  .lackson,  and  Nortliern. 
New  Orleans  and  Opoioiisas 


Total. 


6 
24 

G 
27 


63 


•  See  Mississippi. 
TKXAS. 


niifl'alo  Hay,  Brazos,  and  Colorado. 


180 


180 


32 


TENNESSP^R. 


Nashville  and  Chattanooga |       105 

VaisI  Tennessee  and  Georgia i        80 

East  Teiuiesseo  and  Virginia ! 

Winchester  and  lluntsvillo ! 

Mobile  and  Ohio I 

Naslivillo  Southern j 

McMinnrillc  branch 


Total. 


185 


54 

30 
130 

46 
119^ 
100 

30 


5091 


Frankfort  and  Lexington. 
Louisville  and  Frankfort. 
Maysvillo  and  Lexington. 
Covington  and  Lexington. 
Lexington  and  Danville.. 
Louisville  and  Nashville.. 

Mobile  and  Ohio 

Louisville  and  Nashville.. 

f^holbyvillo  branch 

Henderson  and  Nashville. 


KENTUCKY. 


29 
65 


ToUl. 


94 


67 
97 
36 

180 
.39 
95 
18 

130 


662 


:i: 


350 


ANDREWS     REPORT    ON 
MISSOURI. 


Road*. 


I'licific 

llaiinihal  and  St.  JoHopli'a. 


Total. 


Milca  in 
operation. 


Milo*  in 
prujrrvM. 


315 

am 


515 


OHIO. 


Cleveland  and  Cuiunibus 

Culiiinbiis  niid  Lake  Hric 

Diiyton  and  Springfield  branch. 

Findliiy  l)rancti 

Little  Miami 

Mud  river 

Sandusky  and  Mansticld 

Xunia  und  ColumbiiM 

liullifuntaine  and  Indiana 

Cincinnati  and  Marietta 

Clcvcliiiiil  and  I'itt.tbnr^ 

Cleveland  N.  niid  'I'olodo 

C'eveland  F.  and  Ashtabula.... 

Colunibus  U.  und  I'iqua 

Cincinnati  VV.  and  Zunesvillo. . 

Cincinnati  II.  and  Daytun 

Dayton  and  Western 

Greenville  and  Miami 

Hamilton  and  Katon    

llillulioru'  and  Cincinnati 

Iron 


13.') 
CO 

a4 
ifi 

y-i 

134 
54 


100 


(iO 
4'J 
'JO 
4'J 
37 


Junction '. 

Oliio  and  Indiana '. 

(Jliio  and  Mist>ist<ippi 

Ohio  and  Pennsylvania I       134 

Ohio  central 51) 

Srioto  and  Hocking  valley 

Steubcnvilic  and  Indiana 

Sprinfrficld,  Mount  Vernon,  and  I'lttsbiu'g 

Daytun  and  Michi(ran 

HudHon  and  Akron  branch 

Frutiklin  and  Warren  i>ranch 

Cincinnati  and  Dayton 

Carrolton  hnt  ncli 


Tuscarawas  branch 


Total. 


1,1. '54 


MICHIGAN. 


Central 

Southern 

Pontiac 

Tocumseh  branch 

Erie  and  Kalamazoo 

Total 


118 
265 


87 


W2 
IGU 


11 


110 

131 

iiO 

51 

Hii 

1:20 

150 

IIU 

140 

.10 

30 

5'i 

'JO 

'JO 


1,854 


COLONIAL   AND   LAKU    TRADE. 
INDIANA. 


351 


KoaiU. 


Milf'H  in 
operation. 


(i6 

Ifi 

i20 
a? 


Now  Albany  anil  Hnleni,  with  liriUicli  round  Lake  Michigan {       140 

JiMltTHonvillo 

MadiNori  ami  Iiiiliaiio|i()lis 

Simlbyvillt)  hianch 

RuHJiviilo  lirunch 

Kni^htstown  hranch 

Lawrcncobiir^;  and  Indian(i|>oli!4 

Iniiinna  (Central 

Ncwcastlo  and   Ilichninnd 

IndiutiopoliM  and  nullotontaino 

IVrti  and  Indianopolin 

'lY'rru  llaiito  and  Indi.'ini)|)i)litt 

Kvanhvilii*  and  lllinoiH 

Indiana  N'ortlmrn 

Ohio  and  MisHiNNippi 

Lal'ayi'tlc  and  IndianojioliH 

WubaHh  Vulluy 


72 
2fi 

i:ir» 


i\2 


Total. 


-.5i 


ILLINOIS. 


Illinois  Central 

<iaii'na  and  Chicago 

Kui'k  Ixland  and  ('iiicago. 
( -entral  Military  Trai^t  . . . 

i'eoriii  and  Oipiiiwka 

Ohio  uiul  Mississippi 

Norlbrrn  Cross 

Sanijainon  and  !Vl<irt;an.  .  . 
Alton  and  SaniraiiKUi 

Aiinira  bram  li 

St.  Charles  liraiicli.  . , 
O'Fallon'M  Coal  ro.id  .... 
n.'llMl!«5  and  .'^t.  In  us.., 
Tcrri!  Ilantc  and  .M(on... 
Mississippi  and  Atlantic, 
St.  l.imiH  and  Cliicij^o  .  .  , 
Alton  ami  Mt.  (^arinel  . . . 


i)2 
Mi 


.'>4 
7 


Total 


e9() 


Miles  in 
projjri'M. 


175 


90i 
'  1 


lOU 


74" 


170 
200' 


1(31  J 


699 

;i5 

131 
125 

H5 

145 

54 


20 

ItiS 

145 

75 

17 


1,771 


WISCONSIN. 


Milwaukie  and  .Mississiiipi 

¥ou  (III  Lac  and  Kock  Island  \°alU'y. 

Total 


.^O 

150 
240 

!         50 

390 

362 


ANDREWS     REPOFIT   ON 
IIKCAIMTIILATION. 


StutON, 


Maine 

Nuw  lliiinpHliirc 
Vermont ■ 

MdNHtclnlMCttS.  , 

Rlioilu  IhIiuuI..  . 
Connortii'iit. . . . 

Ni'W  York 

New  JcrHtiy 

I'cnnHylvania.. . . 

Uclawnro 

Maryland 

Virgir 


Milcaiu<i))o- 
ration. 


North  Carolina. 
South  Carolina. 


Flondn. . . . 
Alabama  . . 
MiH!<iRFiii)|>i. 
I^oniHiana. . 


Tenni'SHCD. 
Kentucky  , 
MiHHouri  , , 
Ohio 


Michigan. . 
Indiana.  . . 
IllinoiR. . . . 
Wiuconsin . 


3G5 
Til  4 
4:)9 
\,\'2H 
M 
£30 

lU 
433 
ii'24 
247 

r,>M 

8.'i7 

iiii 

\K, 
03 


IH.'i 
!)4 


MM 

4'i7 

7.'»5i 

290 

.'iU 


Total I    12,«0«} 


Miloii  in  ])ro- 


I  an 


71) 

|H9 

«74 
H5 

IH.'i 
II 

75 

'24H 
l!)3 
7'J4 


(14  li 

H7rt 

IHO 

47!)^ 
(><i3 
.'il.'i 
I,8.'>4 


'j:<3 

1,771 
3'JO 


1-2, m 


:i  I 


COLONIAL   AND   LAKE   TUADE. 


353 


PART      V. 


CANADA. 


Arcn  In.'icrrs:  Cntia(IaP:!ist,  128,(>.'i9,(i84;  CiinndaWrst, 31,745,635; 
tolul,  1G(),4()5,219  iicH's.     l'()[)uliiii()n  in  J.S51,  1,M2,2()5. 

Tlui  province!  of  (yjiiiadji,  (Hit!  ol'  \\\r,  most,  cxunsivc,  populous,  and 
wcallhy  oilsliools  of  a  colon i/JU(>[  nntion,  liii.s  Ix-cii  jii.slly  tcrincd  "  tlio 
brigliti'si  j(!\vt4  iti  tlu;  Crown  of  Knuhiiul."  Tlionyli  si  retching  in  longi- 
tude from  tlio  centre  of  the  continenl  to  the  hliores  of  l^ahriidor,  atid  iu 
latitude!  from  the  waters  which  How  into  the  norlhern  ocean  to  the  par- 
allel of  IV'iHisylvania,  it  <leriv(!s  its  importance  not  so  much  from  great 
urea,  diversity  of  climate,  and  jiroductions,  as  Horn  geographical  and 
corinnercial  |)o.'<ilioti. 

From  tide-water  upon  llio  St.  Lawrenco  to  Lake  Superior,  this  j)rov- 
incc  adjoins,  and  even  penetrates,  so  as  to  divide,  one  of  the  most  com- 
ni(!r(;ial  as  well  as  important  agricnilmal  portions  of  the  United  Slates. 
The  shortest  l.ind-ronte  hetween  the  heart  of  New  York  and  Michigan 
is  through  tlu!  penin.-aila  of  (>an;i(l;i  West,  which  emhraces  one-half  llio 
coast  of  th(!  most  commercial  hody  of  licsh  water  on  the  gloln-. 

Th(!  "diversity  of  produeli(ui"  ascribed  to  (.'anada  may  at  first  ap- 
pear incorrect,  inasimich  as  the  name  is  associated  with  the  rigors  of  u 
northern  chmate.  This  mistaken  id(.>si  originated  in  the  fact  that  iho 
eastern  or  historical  portion  of  ('anada  is  l()remo.>l  in  ihi!  mind — a  part 
substituted  lt)r  the!  whole;  while  the  we.slern  e)r  moele-rn  se'e;liou  e)f  tho 
province  is  known  only  te)  ae-tual  visitors.  'I'he  reanaiitic  narratives  of 
Jac(|ues  Carter  anel  Champlain,  the!  early  trials  and  struggle's  of  tho 
Jesuit  Kalhe-rs,  anel  of  Frontenac,  I)c  Sales,  anel  others  of  the:  olel  no- 
blesse of  Kiance;,  with  the  stirring  incielents  of  the!  wars  of  the  Algoii- 
(juins  and  lre)(|uois,  have,  to  the  gre'at  majority  e)f  the  jjcople  of  tho 
Unit<!d  States,  bcvn  the  chief  meeJiuin  of  inlejraiutiou  rt;specling  this, 
Englanel's  most  important  eiolony. 

It  is  true  that  in  Eastern  (Canada  there;  are  extremes  of  climate  un- 
known iti  the  ne)rthwe'stern  States.  But  it  will  be  litunel  that  the  mean 
tempe'rature  varies  but  little  in  the  two  re-gions.  The-  intense  cold  of 
the  winter  makes  a  highway  to  the  operatie)ns  e)f  the  liunberman  over 
and  upon  every  lake  and  stream,  while  the  earth  and  the  germs  of  ve- 
getation are  jeale)usly  guardeel  from  the  injurie)us  clle-cts  of  severe  frost 
by  a  thick  mantle  of  snow.  The  sudelen  transition  from  winter  le)  sum- 
mer, melting  tho  accumulations  of  ice  aiid  snow  in  eive.'ry  mountain 
elreum,  converts  them  inte)  navigable  rivers,  downicnrJ,  ihr  bearing,  in 
the  cheapest  and  most  expeditious  manner,  tho  iiuits  of  the  lumber- 
man's winter  labe)r  to  its  market  on  tide- water.  The  rummcticemaU  of 
vegetation  is  delayed  by  the  duration  of  the  snow,  but  its  maturity  is 
reached  about  the  sumo  period  as  in  the  western  country,  because  thert? 
23 


354 


Andrews'  report  on 


11 :; 


IIP 


fw  ... 

'I  f 

'*■ ' . 
1'\  ' 


has  been  a  smaller  loss  of  cjiloric  during  the  winter,  less  retardation 
from  a  lingering  spring,  and  more  rapid  growth  from  the  constant  action 
of  a  strong  and  steady  summer  heat. 

Wliatever  exceptions  may  be  taken  to  the  climate  of  Eastern  Canada, 
it  must  be  remembered  that  it  embraces  the  greater  portion  of  the  white- 
pine-bearing  zone  of  North  America,  the  invaluable  product  of  which 
can  only  be  obtainetl  by  those  conditions  of  climate,  (the  abundant  ice 
and  snow,)  which  have  given  it  such  imaginary  terrors.  There  is 
scarcely  one  article  or  class  of  articles  from  any  one  country  in  the 
world  which  ad()rds  more  outward  freight,  or  emplo3's  more  sea  ton- 
nage, than  the  products  of  the  f()rests  of  British  North  America. 

Whik?  t'  '>se  conditions  of  climate  and  production  give  necessarily  a 
commcrc  >i  and  maiiLifacturing  chiu'acter  to  the  eastern  province,  the 
mild(T  climate  and  more  extensive  plains  of  Western  Canada  aff()rd  a 
field  li)r  agriculture,  horticulture,  and  pastoral  pursuits  unsurpassed  in 
some  respects  by  the  most  tiivored  sections  of  the  United  States.  The 
peninsula  of  Canada  West,  almost  surrounded  by  many  thousand  square 
miles  of  unfrozen  water,  enjoys  a  climate  as  mild  as  that  of  Northern 
New  York.  The  peach  tree,  unprotected,  matures  its  fruit  south  and 
W(>st  of  Ontario,  while  tol)acco  has  been  successfully  cultivated  for 
years  on  the  peninsula  between  Lakes  Erie  and  Huron.  During  the 
last  two  years.  Western  Canada  has  exported  upwards  of  two  millions 
of  barrels  of  flour,  and  over  tlnee  millions  of  bushels  of  wheat,  and  at 
the  present  moin(>nt  the  surplus  stock  on  hand  is  greater  than  at  any 
former  period.  There  is  probably  no  country  where  there  is  so  much 
wheat  grown,  in  proportion  to  the  population  and  the  area  under  culti- 
vation, as  in  that  j)art  of  Canada  west  of  Kingston. 

The  commercial  position  of  Canada  West  as  a  "portage"  or  "step- 
ping-stone" between  the  manufacturing  and  commercial  States  on  the 
Atlantic  and  the  agricultural  and  mineral  ones  of  the  northwest,  is  illus- 
trated b}^  the  Welland  canal,  th(^  Gri'at  Western,  and  the  Ontario  and 
Huron  railways. 

Among  the  prominent  features  of  Canada,  her  military  position  is 
worthy  of  notice.  She  is  the  most  northern  power  upon  this  coniinent; 
and  in  configuration  upon  the  globe  she  presents  a  triangular  ti)rm,  the 
apex  of  whicli  f()rms  th(^  extreme  southing,  and  pc^ietrates  the  United 
Stales  frontier;  while  the  base  is  remote,  and  rests  upon  the  icy  regions 
of"  the  north. 

Flanked  by  the  inhospitable  coast  of  L;d)ra(lor  upon  the  east,  and 
by  the  almost  inaccessible  territories  of  the  Hudson's  Bay  Conij)any  on 
the  west,  she  can  oidy  be  attacked  "in  front;"  when,  retiring  into  more 
than  Scythian  fiistnesses  on  the  Ottawa  and  Saguena}-,  anil  kee])ing  up 
communication  with  the  strong  ti)rtress  of"  (Quebec,  she  can  maintain 
prolonged  and  powerful  resistance  against  fiweign  hostile  invaders. 

Viewing  Canada  as  a  whole,  it  may  ix;  tlescribed  as  a  broad  belt  of 
country  lying  diagonally  along  the  frontier  of  the  United  States,  from 
northeast  to  southwest,  from  Maine  to  Michigan,  and  between  the  42d 
and  49lh  parallels  of  north  latitude.  The  great  river  St.  Lawrence 
presents  itself  conspicuously  as  a  leading  filature  in  its  physical  geo- 
graphy, traversing,  in  a  nortlieasterly  course,  the  grand  valley  which  it 
drains  in  its  mighty  career  to  the  ocean. 


"step- 
on  the 
is  illus- 


COLONIAL  AND  LAKE  TRADE. 


355 


The  very  beautiful  mnp  of  the  basin  of  the  St.  Lawrence  hereunto 
appended,  and  prepared  exprt^ssly  for  tills  report,  by  Thomas  C. 
Keeier,  esq.,  a  civil  engineer  of  high  standing  and  eminent  abilities, 
attached  to  the  Canadian  Board  ol'  Works,  may  be  relied  upon  lor  its 
accuracy. 

An  attentive  consideration  of  this  new  and  excellent  map  is  respect- 
fully solicited.  It  presents  many  points  of  interest,  exhibiting,  as  it 
does,  at  one  view,  the  mighty  St.  Lawrence,  the  chain  of  "fresh  water 
Mediterraneans,"  of  which  it  is  the  outlet,  and  which  are  indeed  a  geo- 
graphical wonder,  as  also  their  position  and  relation  to  the  States  of 
the  West,  and  the  vast  and  fertih^  valley  of  the  Mississippi,  with  the 
various  outlets  to  the  sea,  of  tliis  valuable  section  of  North  America. 

COMMERCE    OF    CAXADA. 

Before  the  close  of  the  last  century  the  commerce  of  Canada  had 
reai^hed  a  respectable  position.  Th(^  St.  Lawrence  was  then  the  only 
outlet  of  Canada,  and  also  of  that  portion  of  th.o  Unitcnl  States  lying 
upon  and  between  Liikes  Ontario  and  Champlain;  and  the  port  of 
Quebec  reec^ived  indilliM-ently  Anieiican  and  Canadian  produce  for  ex- 
portation to  the  West  Indies  and  Biitish  North  American  colonies. 

Ahliough  Tipper  ('anada  then  scarcely  produced  sufficient  food  to 
suppoit  her  own  immigration,  th(^  lower  j)rovince  was  alread}'  a  hu-ge 
exporter  of  wheat,  and  continued  so  until  the  ravages  of  the  Hessian 
Ily  reduced  her  to  her  present  position  of  an  importer  from  the  upper 
province. 

Mr.  Keefer,  in  his  l*riz(^  Essay  upon  the  Canals  of  Canada,  says: 

"A  wise  and  hberal  policy  was  adopted  with  regard  to  our  exports 
pr(>vious  to  1822.  The  products  of  eithc  bank  of  the  St.  Lawrence 
were  indilfl'rently  exported  to  the  sister  colonies,  as  if  of  Canailian 
origin;  and  those  marktMs  received  not  only  our  own,  but  a  large  share 
of  American  breadstulls  and  [jrovisions.  Our  timber  was  not  only  ad- 
milled  Ireely  into  the  Biitish  markets,  but  excessive  and  almost  pro- 
hibitory duties  were  impos"d  upon  imp()itations  of  this  article  from  the 
Bahic,  t()r  th(>  purpose  of  tostering  Canadian  trade  and  British  ship- 
])iiig.  The  lirilisli  marktn  was  efosed,  by  prohibition,  ag;iinst  our 
wheat  luiti!  1814,  which  was  then  only  admitted  when  the  price  in 
England  rose  to  about  two  dollars  j>er  bushel — a  privilege  in  a  great 
measure  nugatory;  but  the  West  Indies  and  le.vcr  provinces  gave  a 
sulficient  demand  so  long  as  the  fiiH"  export  of  American  produce  was 
permitted  by  this  route.  As  early  as  1793,  our  exports  of  Hour  and 
wIknU  by  the  Si.  Lawrence  were  as  I'.igii  as  l()(),0(tO  bairels,  and  rose 
in  1802  "to  230,000  barrels.  The  lierliu  and  Milan  decrees,  and  Eng- 
lish orders  in  council  thereon,  of  1807  ;  President  Jeflerson's  end)argo 
of  1808,  with  increased  duties  levied  u])on  Baltic  timber,  gave  an  im- 
pulse to  the  trade  of  tlii^  St.  Lawrence,  so  that  the  tonnage  arriving  at 
Quebec  in  J 810  was  more  dian  ten  times  greater  than  in  1800.  The 
■war  of  1812  and  1815  naturally  checked  a  commerce  so  much  de- 
pendent upon  the  Americans;  and  we  theretbre  find  but  little  increase 
otthe  tonnage  arrivi^d  in  1820  over  that  of  1810.  In  1822  the  Canada 
Trade  Acts  of  the  imperial  parliament,  by  imposing  a  duty  upon  Aracr- 


t 


iM 


356 


ANDREWS     REPORT   ON 


1^ 


ican  agricultural  produce  entering  the  British  American  colonies  and 
the  West  Indies,  destroyed  one-half  of  the  export  trade  of  the  St.  Law- 
rence ;  and  the  simultaneous  abundance  of  the  English  harvest  Ibrbude 
our  exports  thither. 

"  As  a  recompense  for  the  damngc  done  by  the  Tr^ide  Act  of  1822, 
our  flour  !ind  wheat,  in  3825,  were  admitted  into  the  United  Kingdom 
at  a  fixed  duty  of  five  shillings  sterling  per  quarter.  The  opening  of 
the  Erie  and  Champlain  cnnals  at  this  critical  juncture  gave  a  perma- 
nent direction  to  those  Afierican  exports  which  had  l)(;H>re  sought 
Quebec,  and  an  amount  of  injury  was  inflicted  upon  tiic  St.  Lawrence, 
which  would  not  have  been  reached  had  the  British  action  of  J82.3  2>?'c- 
ceded  that  of  1822.  The  accidental  advantages  resulting  from  the 
differences  which  arose  between  the  tlnilcul  Stales  and  Britain,  on  ihe 
scor(>  of  reciprocal  navigation,  (which  (hlH-rences  led  to  tiic  interdiction 
of  the  United  States  export  trade  to  the  West  Indies,  and  redu''(>(l  it 
from  a  value  of  $2,000,000,  in  3826,  to  less  than  S2,000  in  1830)  re- 
stored li>r  a  time  our  ancient  commerce.  The  trade  ot"  the  St.  Law- 
rence was  also  assisted  by  ihf  reachnission  free  in  182G  (after  l()ur 
years  exclusion)  of  American  timber  and  ashes  for  the  British  niaik(  t, 
and  by  the  reduction  of  the  duty  uj)on  our  flour  l()r  the  West  India 
markt  1,  and  therel()re  rapidly  recovered,  and  in  1830  far  surpassed  its 
position  of  1820. 

"In  1831  there  was  a  return  to  the  policy  which  existed  previous  to 
3822.  United  States  products  of  the  tbrests  atid  jigrieuhure  W(m<!  ad- 
mitted into  Canada  //-rr,  mid  couhl  be  (exported  lh(  nee  as  Canadian  j)ro- 
duce  to  iill  countries,  (^xcept  the  United  Kingdom;  and  an  athlitional 
advantage  was  conli-rred  by  the  imposition  of  a  diffi-rential  (hiiy,  in 
our  liivor,  upon  li)rcign  linnber  (Milering  th(^  West  Indian  and  S  )iilh 
American  possessions.  Our  exports  ol'  (lour  and  wheat  by  sea  ni  thai 
year  were  about  400,000  l)u^hels — chi(  (ly  to  Britain,  where  a  scarcity 
then  existed,  and  l()r  the  first  tin)e  (>xcee(Hng  the  (lour  export  of  J802. 
This  amnnnt,  in  coiise(|iience  of  a  dennnid  nearer  home,  and  the  ravages 
of  the  llv  in  Lower  Canada,  was  not  again  exceeded  until  1814.  iJe- 
tw( en  1832  and  1839  a  scarcity  and  a  great  dematul  li)r  bicadstuffs 
arose  in  the  United  States,  iiikI  ihe  er(>j>s  in  England  being  unusually 
abundant  between  1831  and  1836,  the  order  oi'  tilings  in  the  Si.  Law- 
rence was  reversed,  so  that  in  1833  wlitiat  was  shipped  fiom  Britain  to 
Quebec.  A  lirther  sup|)ly  eam(»  al.so  fiom  Arehangd.  'i'liese  impi)rt» 
in  JiS35  and  1830  amonnled  to  abiml  800,000  bushels.  A  similar 
demand  in  1820  had  turned  (jur  ex[)ortation  of  breadslulls  inland  to  a 
very  large  amount;  yet,  notwithstanding  these  fluctuations  of  our  ex- 
ports, the  shipping  ;nid  commerce  ol"the  St.  Lawrence  rajfidly  increased 
jii  iniporlanee  and  value,  with  no  continued  relaps(>,  down  to  {\v  year 
1842.  The  revulsion  in  1842  wasgeneial,  being  on(;  of  those;  periodical 
crises  which  aflict  conunerce,  but  was  aggravated  in  Canada  by  a  re- 
petition oi"  the  measures  (»f  1822,  not  confined  this  time  to  die  p-  '\\ 
sion-trade  only,  but  attacking  the  great  staple  of  Quebec — tin  f  •-' 
The  duties  on  Baltic;  timber,  in  Britain,  were  reduced,  the  free  imjjor- 
tation  of  Am(>rican  (lour  was  stopped  by  the  imposition  of  a  duly 
thereon,  and  our  trade  with  the  West  Inthes  annihilated  by  the  reduc- 
tion of  the  duty  upon  American  flour  l)r(aight  into  those  islands.     By 


1822, 


f 


COLONIAL   AND   LAKE    TRADE. 


357 


imposing  a  duty  of  two  shillings  sterling  per  barrel  upon  American 
flour  imported  into  Canada,  and  reducing  it  in  the  West  Indies  from 
five  to  two  shilhngs,  an  improvement  equal  to  five  shillings  sterling  per 
barrel  was  made  in  the  new  position  of"  American  flour  exported  tiom 
the  Mississippi,  Baltimore,  and  New  York.  The  valu"-  of  our  trade 
with  the  West  Indies  in  1830  (during  the  exclusion  of  the  Americans) 
amounted  to  $906,000 ;  and  in  184G,  It  was  $4,000. 

"  Our  export  to  the  lower  provinces  (Nova  Scotia,  New  Brunswick, 
Cape  Breton,  &c.)  was  at  its  highest  point  in  1836,  since  which  time  it 
has  fluctuiited,  but  never  reached  its  position  of  that  year.  It  will  be 
remembered  that  nt  that  time  the  Americans  were  importing  bread- 
stuffs,  and  could  not,  therefore,  compete  with  Quebec  in  the  .supply  of 
these  provinces.  The  act  of  1842  was  nearly  as  destructive  to  our  trade 
witli  the  gulf  provinces  as  with  the  West  Indies;  but  since  the  opening 
of  our  cannls,  ihcre  is  a  marked  increase  in  this  trade.  In  1841  (before 
tfie  passing  of  the  Gladstone  act)  our  export  trade  with  the  lower  prov- 
inces was  worth  $456,000  annually,  which  amount  fell  off"  to  $204,000 
in  1844.  In  1845  the  enlnrged  Welland  nnd  Beauharnois  canals  were 
opened,  and  since  that  period  it  has  gradually  recovered,  so  that,  since 
the  opening  of  the  enlarged  Lachine  cnnal,  it  has  exceeded  its  position 
•of  1841,  and  is  now  increasing  every  year.  As  the  interruption  of  our 
trade  with  the  West  Indies  by  the  Canada  Trade  Act  in  1822  was 
followed  in  1825  by  the  permanent  admission  of  our  breadstuffs  into 
the  British  market,  and  by  the  concessions  in  1826,  so  its  second 
interruption,  or  rather  destruction,  in  1842,  was  succeeded  in  1843  by 
the  inipoitant  privilege  of  exporting  American  wheat,  received,  under 
a  compar;itively  nominal  duty,  as  Canadian,  without  proof  of  origin, 
in  the  British  market.  This  measure  was  a  virtual  premium  of  about 
fiix  shillings  sterling  per  qutirter  upon  American  exports  to  Britain 
through  the  St.  Lawrence ;  but,  Minsmuch  as  it  was  an  indirect  blow 
at  the  English  Corn  Laws,  it  cohi  ined — like  abombshell — theelements 
of  its  owu  destruction.  This  very  partial  measure  rapidly  swelled  our 
<^x[)()rts  of  flour  and  vvheiit,  s<*  that  in  1846  over  half  a  million  of 
b;irrcls,  ;itid  as  many  bushels,  of  these  two  staples  were  shipped  fiom 
Can;ida  by  sea. 

"  The  injury  threntened  to  the  timber  trade  of  the  St.  Lawn^ice  by 
the  act  of"  1842  was  averted  by  the  subsequent  railway  demand  in 
England,  so  that  our  exports  of  this  article  have  been  greater  since  that 
period  than  l)ef<)re. 

"  In  1846  steps  were  taken  in  the  British  legislature  which  led  to 
the  withdrawal  of  that  preference  which  the  St.  Lawrence  had  so  fit- 
fully enjoyed  as  the  route  f<)r  American  exports  to  England  ;  and  the 
n<nv  system  came  into  full  operation  in  1849.  The  intermediate  demand, 
resulting  from  the  fiiilure  of  the  potaio  crop,  has  thrown  much  uncer- 
tainty upon  the  final  tendency  of  this  important  change  in  our  relations 
with  the  molh(T  coutitry ;  and  as  a  necessary  cons(^(iuenct\  the  ancient 
system  of 'ships,  colonies,  and  commerce'  has  fallen  to  the  ground. 
In  1847  the  control  of  our  customs  was  abandoned  by  the  imperial 
legislature,  and  the  last  and  most  important  measure,  which  has  relieved 
us  from  the  baneful  <  fl('<;ts  of  the  British  navigation  laws,  came  into 
operation  on  the  1st  of  January,  1850.'* 


I 


358 


ANDREWS     REPORT    ON 


^  I 


It  will  thus  be  seen  that  previous  to  1846  the  colonial  policy  of  the 
British  government,  althougn  vacillating  and  contradictory,  encouraged 
the  sea-trade  of  Canada  by  affijrdiug  a  market  ii)r  her  productions, 
and  discouraged  exports  inland  to  the  United  States.  Likewise,  by 
imperial  control  over  the  colonial  tariff,  the  mother  country  established 
differential  duties  against  importations  inland,  thus  throwing  the  sup- 
ply of  Western  Canada  into  the  ports  of  Montreal  and  Quebec  and  the 
contraband  dealers  on  the  western  frontier. 

Nearly  the  whule  revenue  from  customs  being  collected  in  Lower 
Canada,  although  an  equal  and  even  greater  consumption  was  claimed 
f()r  the  upper  province,  a  controvers}'^  respecting  the  division  of  this 
revenue  became  annually  more  and  more  severe,  with  the  increased 
population  and  demands  of  Canada  West,  and  was  the  subject  of  tie- 
fluent  appeal  to,  and  of  adjustment  by,  tiie  mother  country.  The  in- 
surrection of  the  French  population,  and  consequent  suspension  of  the 
constitution  of  Lower  Canada,  was  taken  advantage  of  to  bring  about 
a  legislative  union  of  the  two  provinces,  which  accordingl}/-  took  place 
in  1841,  and  put  an  end  to  the  dispute  alx)ut  the  division  of  the  reve- 
nue. Perhaps  liie  remembrance  of  this  altercation  had  some  influence 
upon  the  subsetjuent  action  of  the  Canadian  legislature  upon  the  sub- 
ject of  differential  duties.  The  imperial  govf^rnment  l!)rmally  aban- 
doned all  control  over  the  Canadian  tariff'  in  1847,  and,  in  their  next 
session,  the  colonial  legislature  abolished  the  diffl-rential  and  prohibi- 
tory duties  on  imports  inland  ;  thus  placing  the  mother  country  in  the 
same  relative  position  as  f()reigners.  The  commercial  interest  of  the 
lower  province  yielded  to  this  pohcy  from  sympathy  with  tlie  l\cc- 
trade  movements  in  England  ;  wliile  it  is  probable  that  tiu;  western 
pr()vine(>  supported  the  measure  as  a  means  of  emancipation  from  the 
monopoly  of  their  imports  by  Montreal  and  (Quebec. 

Tho  repeal  (by  the  abolition  of  the  lirilish  Corn  Laws)  f)f  all  privi- 
leo;es  in  tavor  of  Canadian  breadsluffs  in  the  Jiritish  markets,  the  lios- 
tile  tariff"  of  the  United  tSlales,  anil  the  trammelled  condition  of  the  St. 
Lawrence  navigation,  (yet  unlieeil  tiom  the  restrictions  of  the  Dritish 
Navigation  Laws,)  ii'U  heavily  upon  the  Canadians.  The  seanty  sup- 
ply of  vessels  in  tht.'  St.  Fiawrenee,  (hitherto  a  "close  borough,"  lor 
British  ship|)ing  only,)  and  the  abuiulaiit  supply  of  outward  lieighls 
afforded  by  the  timber  coves  of  (Quebec,  had  so  enhanced  all  oilier 
freifflit  outward,  that  notliiuf'  but  the  rjremiuni  offi'red  by  the  British 
Corn  Laws  made  the  route  through  the  St.  Lawrence  more  iavorable 
than  by  New  York,  even  with  the  burden  of  the  Cniled  Slates  tariff'. 
When,  theref()re,  this  jniMnium  was  withdrawn,  and  the  English  mar- 
ket was  no  longer  the  most  profitable,  the  exports  of  Canada  West 
(the  surplus-producing  section  of  the  piovince)  turned  toward  Ni'W 
York.  The  j)roximity  of  this  city  to  the  wheat-exporting  districts  of 
Canada,  and  the  facilities  of  exporting  and  importing  in  hond,  by  New 
York  canal  and  other  internal  artificial  aveiuies,  produced  such  a  di- 
version of  Canadian  exports  of  flour  and  wheat  that  thei|uantily  so  sent 
to  New  York  in  1800  exceeded,  largely,  that  exported  by  sea  thn)ugh 
the  St.  Lawrence. 

Th(;  l()l lowing  statemiMit  will  show  the  relative  export  of  Canadian 
flour  and  wheat  inland  and  by  sea  : 


I 


COLONIAL   AND   LAKE    TRADE.  359 

Flour  and  ivhcat  exported  from  Canada  in  1850  and  1851. 


Exported  to  and  through — 


Buffalo 

Oswego 

Ofrdensbiirg 

Lake  Chainplain. 


Total  cx])orte(l  inland , 
Montreal  and  Quoboc 


Total  exported. 


Decrease  in  inland  export  to  United 
States 

Increase  in  sea  export  from  Canada  . 


1850. 


Flour. 


Wheat. 


Barrels.  Bushels. 


19,244 

2(;0.H7I 

;w,9'j9 

90,988 


()(i,0()l 
1,094,444 

'"'iii-j.iiit! 


1851. 


Flour. 


Barrels. 


10,8G0 

2.'-)9,875 

;M),G09 

11,940 


404,103 

280,618 


684,721 


1,353,. 363 


313,284 
371,610 


1,441,828 


684,894 


90,819 
90,992 


Wheat. 


Bushels. 


101,6.'-)5 

670.202 

18, 195 

6-26 


790,678 
161,312 


951,990 


72,847 


TIu-  following  stiitomcnt  shows  the  amount  of  Canadian  flour  and 
wlieat  imported,  the  amount  bonded  for  ex|)ortation,  and  the  amount 
entered  tlir  consumplion  at  eaeh  port  of  entry: 


ladiau 


Total  iinjx 
FlDur. 

)rtcd  1851. 
Wheat. 

Total  bonded  1851. 

Total  duty  paid  1851. 

Ports. 

Flour. 

Wheat. 

J'lour. 

Wheat. 

Barrels. 

Bushels. 

Barrels. 

Bushels. 

Barrels. 

Mushels. 

ButValc) 

1(1. Mill 
2.W>7:i 

30,609 
•11,940 

KH.O.V) 

67(1.202 

18.1!t5 

626 

10,763 

25'^,6,'-)7 

.30,.')S7 

11.940 

88,316 

6(!  1,409 

17,773 

97 

1,218 

22 

13.. 3.39 

Osvvi'ijo 

t)ir(iensl)iiiir 

8.793 
422 

(;2G 

At  othi'i-  ports 

313,284 

f<8 

790,678 
5.664 

j    311.947 

767,498 

1,3.37 

^8 

23, ISO 
5,664 

313,382       796,342 


311,947       767,498  ,        1,425  I        28,844 


•From  Canada  return  of  exports. 

It  wi4l  1)(^  seen  that  there  is  wdrcreaar  in  tlu>  importation  from  Canadn 
in  1S5I,  and  an  inerea.se  in  hi-r  exports  by  sea,  which  do  not,  with 
respect  to  wheat  at  least,  counterl)alanee  the  deficiency  of  inland 
exports.  As  the  Canadian  wheat  eroj)  ot"  1851  exceedtul  that  of  any 
tinnier  year,  (lie  presumption  is  tl.'at  the  low  prices  which  ruled  durinff 


lust 


year  retained  niiicii  ol  the  surplus  m  the  i)rovmc( 


Pl 


The  iiict,  however,  that,  of  the  flour  exporl<'(l  tiom  Canada,  tiic  num- 
ber of  l)arr(>ls  which  were  sent  to  the  United  k^tate.-*  in  IcSoC  exceeded 
the  total  expoits  by  sea  in  tiiat  year,  and  that  in  1851  this  was  reversed, 


360  ANDREWS*    nSPORT   ON 

is  very  significnnf,  considoring  that  the  Canadians  arc  nowlrarllng  upon 
equal  terms  with  tlic  United  Stales  in  the  markets  of  the  mother  coun- 
try and  those  of  other  foreign  States.  To  elucidate  this,  I  must  refer 
to  the 

INTERCOLONIAL  TRADE. 

The  export  of  flour  from  Canachi,  hysca,  to  the  British  North  Ameri- 
can colonies  of  Nova  Scotia,  New  Bruns\vii;k,  and  Nevvl()undland,  since 
1844,  has  been  as  follows  : 

Barrels. 

1844 19,530 

1845 26,694 

1846 35,152 

1847 66,195 

1848 65,834 

1849 79,492 

1850 140,872 

1851 154,766 

The  amount  exported  to  these  colonies,  in  boml,  through  New  York 
and  Boston,  in  1851,  was — 


New  York 

Boston. 

Total 


Flour. 


BaiTch. 
4,.V.t() 


DI.iiTi) 


Wheat. 


Bushels. 
6,798 


6,758 


I  i 


making  the  total  exj)orts  to  these  colonies  246,039  barrels — an  increase 
of  over  tw(lve-tl)l(l  in  eight  years. 

The  substitution  of  Canadian  fitr  American  flour  in  the  consumption 
of  the  "lov  er  colonies"  has  been  brought  about  by  the  oj)ening  of  the 
ship-canals  on  th(!  St.  Lawrence,  aided  by  a  recij)r()city  arrangement 
between  these  colonies  and  Canada  ;  and  because  the  exclus^ion  «)f  the 
latter  iioni  the  American  doineslie  market  has  ii)rce(l  Canachan  flour 
through  the  St.  Lawrence,  to  compete  in  the  lijreign  markets  of  the 
United  Statr-s. 

The  articles  of  wheat  and  hour  hiive  been  tak(>n,  for  the  sake  of  con- 
veiii'-nce,  to  illustrate  tlie  export-tnide  of"  Canada,  its  direction  and  dis- 
tribution. The  remarks  above,  lK)Wt"ver,  apply  to  all  other  provisions 
o(  which  shf,'  produces  ri  surplus. 

In  tile  im[)ort-trade,  sugar,  one  of  tin;  leading  artich^s  of  consump- 
tion, may  be  taken  to  illustrate  a  change  us  favorable  to  Canada  as 
that  in  the  export  of  flour,  in  1849  tfie  value  of  sugars  imported  from 
the  United  States  was  double  that  from  the  lower  colonies.  In  1851 
the  value  trom  the  Unit<.'d  States  was  S"J58,848,  and  (roni  the  coloni(>s 
4^269,300.  h\  1849  neirly  one-half  of  the  sugar  was  imported,  inland, 
from  and  through  the   United  States — the  proportion  being  5,152,000 


6,758 


COLONIAL   AND   LAKE    TRADE.  361 

pounds,  out  of  the  total  imporfatinn  of  11,013,000  pounds.  In  1850 
lli(!  iinpnrtntion  rose  to  15,730,000  pounds,  of  which  the  United  St.;ito3 
furnished  5,522,000  pounds,  or  a  litilo  moro  than  onc-tliird.  In  J851 
the  number  of  pounrls  imported  was  20,175,040,  of  which  5,040,000 

Imunds  were  from  the  United  States,  and  5,880,000  pounds  from  the 
ower  colonies. 
The  imports  of  sugar  into  Canada  in  1851  were: 

From  British  colonics $209,300 

"     United  States 258,848 

"     Olhcr  foreign  countries 220,316 

«'     Great  Britain ]71,140 

925,004 


con- 


With  respect  to  the  route  of  importation,  the  inland  import  in  1849, 
as  we  have  seen,  nearly  e(]ualled  that  hy  sea;  but  in  1851  the  value  of 
sugars  imported  by  sea  was  $712,408,  against  $278,408  by  inland 
rouleiJ.  Canadian  vessels  load  at  the  lake  ports  with  breadstuff's  and 
provisions,  which  th(;y  carry,  without  transhipment,  to  Hahfax  or  St. 
Joiui,  Newli)uiidlan(!,  exchanging  there  iiir  a  return  cargo  of  sugars, 
molasses,  fish,  and  oils.  This  trade  is,  of  course,  confmed  to  British 
vessels;  and  as  (ish  and  other  products  of  Nova  Scotia  and  New  Bruns- 
wick, and  the  flour,  provisions,  &c.,  of  Canada,  arc  exchanged  duty- 
free, a  direct  free-trade  between  the  maritime  and  agricultural  districts 
of  IJrilish  North  America  is  now  in  full  operation,  from  which  New- 
fiiuiidland  only  is  (excluded — the  necessities  of  that  govt^niment  t()rbid- 
diiig  her  from  taking  off  the  duty  on  Canada  flour.  Her  fish  and  oil 
are  tlu'ref!»re  treaunl  as  foreign  in  the  Canadian  ports. 

The  subjoined  statement  shows  the  progressive  imports  into  Canada 
of  sugars  iiom  the  British  North  American  colonies: 

1849 .£28,710      $114,804 

1850 51,317        205,208 

1851 07,325        269,300 

It  appears  from  the  fbr(^going  that  the  comtnerce  of  Canada  is  at 
present  in  a  slati;  of  transition.  No  certain  j)rediclions  can  now  be 
ofic-red  to  show  how  tiir  Ikt  efl()rls  at  commercial  independence  will  be 
successlui,  or  what  influence  she  may  be  enabled  to  ex<>rt  over  the  gen- 
eral commerce  of  the  western  lakes  and  adjoining  districts.  A  short 
review  of  her  [)osition  and  resources  will  be  the  best  mode  of  present- 
ing this  (juestion. 


THE    COMMERCIAL    PORTS    OF    CANADA. 


Qiichrc. — In  latitude  40°  48'  north,  longitude  71°  12'  west.  Popula- 
tion in  1851,  42,052. 

Quebec  is  tfie  most  ancient,  as  well  as  the  most  important,  port  of 
Canada,  and  embraces  the  outports  of  (iaspe,  N<'w  Carlisle,  the  Mag- 
dalen Islands,  and  several  in  the  river  Ix  low  Quebec.  The  province 
of  Canada  extends  eastward  to  the  Straits  of  Beile-lile,  embracing  the 


362 


ANDREWS      RKPCRT    ON 


i.^lnnd  of  ^t.  Paul,   (bot\vt;cu  NewtouiKllatid  luicl  Cupc  Bicloii,)  llie 

Mii^<liil<ii  islmids,  tlic  Bill)  rock.s,  nnd  Aiiticosti.  In  tln^  M;i^;(l!ilcn.s  a 
sul>-C()ll»'(lor  is  ;^t;jli()nt'd,  who  reported  some  #220,000  worth  of  ex- 
ports in  1848;  but  no  return  of  ini[)ort3  in  Uikvn,  and  no  diitie.-*,  ijp|x*.- 
rciilly,  iire  levied.  The  other  islan(Js  arc  occupied  only  i()r  H^/ht -houses 
and  rehef  stations. 

The  harbor  of  (Quebec  is  nf»t  unUkc  that  of  New  York — the  island 
of  Orleans  serving  as  a  barrier  from  a  nortlieast  sea,  and,  like  Loiig 
Island,  aflordin^  two  channels  f>f  approach.  A  ti'onf age  of  about  lilieen 
miles  on  both  sides  of  the  river  not  only  ailbrds  the  nccess.'iry  whaives, 
but  coves  of  snllicient  niagnilndc  to  lloat  some  thirty  to  l()riy  millions  of 
cubic  fi'ct  of  tind)er,  about  eighty  millions  of  superficial  feet  of  deals, 
b(\=ides  staves,  lathwood,  &(;.  Ajhs/i  \vaf(>r  tide,  rising  eighteen  feet 
at  "s])rings,"  oIIits  no  impediment  to  lheshij)mcnl  of  timber,  the  great 
business  ol'  the  port,  the  vessels  so  engaged  being  anchored  in  tlu? 
stream,  (which  aflbrds  good  holding-ground.)  where  their  cargoes  arc 
tloaled  to  them  at  every  tide.  The  tide  e\l(  nds  ninety  miles  ab(<vo 
Quebec,  and  the  water  does  not  become  perli'ctly  sail  until  an  ecpjal 
distance  is  reached  ixlow;  thus  there  is  a  fresh-water  tide  of  me  Inni- 
dred  and  eighty  miles  be\dnd  th<'  salt  water,  and  sea  navigation  to 
Montreal,  ninety  milis  (inther,  la-  two  hundn'd  and  seventy  mile.-  lioni 
salt  water.  'I'lie  river  navigation  may  be  said  to  terminate  about  one 
hundred  rmd  lilty  miles  below  (^uel*  -c,  (where  pilots  are  iirst  tak<'n,) 
but  the  condtined  gulf  and  river  na\igation  extends  upw;ntls  of  seven 
hundred  miles  beli)re  we  reach  the  Atlantic,  with  which  it  has  no  less 
than  thr;-c  connexions.  The  most  norlliern  ot"  these — the  stiails  ol" 
Belle-isle — is  in  navigable  order  about  live  months,  and  aili)rds  a  pas- 
sage; to  Livcr|M)ol  more  than  two  hundred  miles  shorter  than  the  route 
by  Caj)e  Race,  making  the  distance  fnan  (^ucIxm;  m(tre  than  ii>nr  hun- 
dred miles  shorter  than  Irom  \ew  York.  By  using  this  passage  the 
naviiiable  route  between  the  tJ)ot  of  Lake  Ontario  and  any  |)ort  in 
lirilaiii  is  as  t^hort  as  that  Irom  New  NOrk  harbo;  to  iIjc  same  port. 
The  middle  channel,  by  which  the  Atlantic  is  reached,  is  about  lilty 
miles  wide,  and  contains  St.  Paul's  island,  whiili,  with  its  two  hght- 
houses.  adiirds  an  excell(>nt  point  of"  departuic.  By  this  channi  I  (Que- 
bec is  brought  nearer  to  any  port  in  Ku!(»pe,  Africa,  or  llie  Indian 
Oiean,  than  .\e\v  York.  'J'he  southern  passage  is  known  by  the  name 
of  the  dm  ol"  Canso,  and  is  invaluable  to  the  lishiug,  coasting,  and 
\V<st  India  trade. 

T1j(;  gulf  ot"  and  river  St.  Law  reiice  have  been  most  elaborately 
surveyed  by  the  accurate  and  accomjdished  Cai)taiu  Baylield,  Koyal 
navy,  an  in-pection  of  w  hos'  cha.'ls  is  indisp(iisable  to  a  correct  appi'c- 
ciation  ot"  the  eonunercial  «jualities  of  this  nasigalion.  Tlie  e\cUi>ivc 
monopoly  by  British  shij)s  of  this  rout(.'  hitherto,  the  buoyant  character 
of  the  cargo— timber,  the  ignorance  ot'tlie  masters,  anil  excesses  ot  the 
men,  have  been  more  fruitful  (pauses  of  disaster  tlian  the  natmal  i-oii- 
tingiiicies  of  t)i«,'  route.  ileretol()rc,  in  many  instances,  ohl  and  un- 
serviceable vessels,  coumianded  by  men  whose  pay  was  Kss  ilian  that 
of  a  good  mechanic,  were  sent  out  in  Sept<'nd)er  lt>r  a  cargo  of  tind»er. 
A  month  of  dissipation  in  (Quebec  sent  the  crew  to  sea  diminished  in 
numbera  by  desertion,  with  weakened  ph^'sical  powers,  and  insullicienl 


COLONIAL   AND    LAKE    TRADE. 


3G3 


I 


clotliing.  Whon,  ihoreforo,  the  cold  November  blnsts  in  the  gulf  were 
encountered,  t()r  want  ofordiiiiny  exertions,  strength,  and  intelhgence, 
the  ves.s(^l  went  ashore.  Notwith.stan(Hng,  considering  that  over  iialf  a 
milhon  of  tons  of  shi|)[)ing  annually  enter  the  St.  LawrfUice,  it  will  bo 
tbuiid  that  tlie  pcr-eeiitage  of  lossf^s  lias  been  no  greater  than  that  of  the 
British  iind  Irish  chann(>lrf,  or  llic  keys  of  Florida.* 

The  toiujage  inward  and  outward,  by  sea,  from  Quebec  and  Mon- 
treal, {()r  18''31,  with  the  number  of  disasters  within  the  gulf  and 
river,  was  as  t()llows  : 


INWARD. 

JUTWAHD. 

TOTAL.                          yj 

V 

I'orts. 

7) 

> 

vessels. 

"5 
J. 

o 

en 

2 

e 

'o 

i 

s 

"Z 

i 

ci 

1 

o 

3 

« 

o 

o 

£ 

0 

o 

a) 

'<C 

H 

< 

fe 

H 

S 

*^ 

t- 

s 

;;!; 

Quebec 

1,305 

533,8-21 

I7,7r>5 

1,3!)  4 

.58(1,  ()!t3 

19,300,  !>,(i;):i 

1, 119,91437, 0f)5 

11 

Montreal 

a3i 

55,t;tJ0 

a.lHl 

1!)5 

•.il.Mx 

1,540|     4-,>(; 

93,^i2H|  3,7i>i;... 

Total 

1,53'; 

5rt!),4811'J,'J4() 

1,589 

1 

C-J3,G(il 

•J0,h40'  3,1^'.') 

1,213, 14'i  40, 786  11 

'I'he  disasters  at  Key  West,  (br  the  same  year,  wen^  about  fifty  in 
nnnii)('r,  and  on  tlu;  upjx'r  St.  fiawrenee,  betw(>en  Lake  Superior 
and  Montreal,  two  hundred  and  sixty-three;  where,  says  the  reporter, 
"live  steamers,  ihnt;  propelk-rs,  and  thirty-seven  sailing  vessels  W(mt 
out  of  existence  entirely." 

Si\  hundred  and  eighty-eight  sailing  vessels,  numbering  V2h,72(i 
tons,  and  l()ur  steamers,  giving  1,462  tons,  tbrm  the  list  of  wrecks  of 
vesst'ls  belonging  to  the  I'iii;"d  Kingdom  fi)r  ISoO. 

Such  an  extt  .it  of  land-lockfd  navigation  as  the  St.  LawnMice  prt^- 
sents  between  the  pilot-ground  (near  the  Saguenay)  ;md  the  Athiiitic 
would  be,  in  thick  weather,  or  snow  storms,  considered  hazardous, 
were  it  not  l(»r  the  great  width  ot"  beatincj-gn-iind,  (now  h."rt>  less  than 
tweMty-liv(>  miles,  juid  avei.iging  over  liti\,)  the  absence  ot"  all  slioals 
or  reels  in  or  near  the  channel,  and  the  admirable  soundings  displayed 
b}'  the  charts. 

The  trend  ot"  the  Atlantic  coasts  of  Ncwt!)undlan(l  and  Cape  Breton 
converge  u[)on  St.  Paul's  island,  a  lofty  anti  [)iciuies(|ue  rock,  t()r 
whii'h  a  vessel  may  stand  bold  in  a  l()g.  Inside  of  St.  Paul's  a  bank, 
with  sixty  fithoms,  leaci.'.  by  a  dirt^ct  lint*  on  its  outer  edge,  clearing 
Anlicosti,  into  llie  chops  of  the  St.  Lawrence*  northward  of  this 
line  is  deej)  water;  snnthw,»rd,  n^gular  soundings  ;  so  that,  in  thick  or 
foggy  weath(>r,  the  lead  is  an  unerring  guide.  On  entering  the  river 
the  south  shore  gives  uiiiti)rm  soundings  all  the  way  to  the  pili>t-ground, 
the  water  shoaling  so  regularlv  that  a  vessel  may  at  any  point  deter- 
mine her  distance  from  the  shore  within  a  mile  by  the  lead  alone, 
whil(!  at  all  points  she  may  apj)roach  this  shore  within  this  distance. 

•See  Part  X  for  slatomoiits  of  timber  trade,  and  tonnage  employed. 


if    I 


ti 


t         :f 


364 


ANDREWS'    nEPORT   ON 


Thn  iuIminiMo  position  of  I'mntn  drs  Monts,  (with  ii  Iip;lit-liou«it  ..le 
liiiiulrcd  Ircl  iihovo  tho  wnter.)  pnijicliiiu;  with  ii  bold  shore  e  v(;r:il 
miles  I'roin  the  g(;ri(.'r!il  ircind  of  the  north  shore,  f()rins,  with  its  a  .Mior- 
a^(!  oil  hoth  lies,  a  conimoii  [)oinl  of  dcpurtunj  (or  inward  and  out- 
ward-hound      ssels. 

Th(!  recent  opj)li(;ntion  of  steam  to  ocean  i  snmcrcc  greatly  rn- 
h;inces  the  value  of  this  navigatic-n  ;  ])arlieulir  !y  with  reltTerute  toconi- 
munieation  with  Britain,  the  great  centre  of  European  sU'arn  navigation 
uikI  commerce.  TIk;  two  great  drawhaeUs  to  ocean  steam  navigation 
ure,  the  ([uantity  of  fuel  which  must  he  carried  and  the  resistiuieo 
which  a  lieavy  sea  ofK;rs  to  progress  whether  tfu;  wind  Ix^  liiir  or  f()ul. 
Ou  the  St.  Lawrence  route  these  are  reduced  to  a  minimum.  The 
distance;  from  the  coast  of  Ireland  to  St.  John,  Newl()un(llaiid,  or  to 
the  straits  of  IJ(dle-lsle,  is  under  J, 700  miles;  and  coal  is  lituud  in 
al)und;iuee,  and  of  exeell(>nt  steaming  (|u;ilities,  at  several  p  tints  in 
the  (Julf  of  St.  Lawrenc".  'J'ho  remainder  of  the  voyage;  to  (iueh'c 
will  he  made  in  compar;, lively  smooth  water,  as  the  st(;atner  will  run 
under  the  shelter  of  either  shore,  according  to  the  direction  of  the 
wind. 

This  notice  of  the  position  of  the  port  of  Quebec  with  reference  to 
steam  nnvigation  with  Europe  Ins  been  deemed  essential  at  this  titne, 
inasmuch  as  the;  governme^nt  of  Canada  are  now  rc^eeiving  |)roj)os:ds  l!)r 
the  establishment  of  a  line  of  serew-sleamers  to  ply  upon  this  route 
during  tlu;  season  of  navigation,  and  to  communicate  with  tlu;  termiini3 
ol'tlie  railroads  from  Canuda,  at  Portland,  fir  the  present,  and  II;dii'ax 
as  soon  :.s  the  schemi;  of  a  grand  intercolonial  railway  from  (Quebec 
to  Hdifux  >hall  have;  been  carried  out. 

It  :'i,  y  !!)w  be  proper  to  allude  to  the  inducements  which  lead  to  this 
couf:!.: — m  other  words,  to  the 

SEA-TRADE    OF    CANADA. 

The  great  staple  of  Quebec  is  timber,  and  hitherto  her  trade  lias 
been  chiefly  conlined  to  this  staple,  Montreal  b'-iug  the;  point  wli(;rG 
the  agricultural  exports  of  the  upper  province;  are  exchange'd  t()r  the 
supplies  of  l()reign  goods  re(|uired  l(ir  th(>  same  districts.  'JMie  timb(;r 
is  cliielly  supplied  by  the  Ottowa  riv(M-,  (which,  with  its  numerous  and 
important  tributaries,  drains  an  area  of  over  ten  thousand  scpaare  miles 
of  the  iinest  pine-bearing  land,)  and  also  iiom  the  ncjrth  shore;  of  L;d\0 
Ontario,  which  is  drained  by  a  remarkiible  chain  of  lakes  emptying 
through  the  rivers  Ottjnabee  and  Trent,  into  the  Bay  of  (iuinte,  (thus 
escaping  the  open  water  of  Ontario,)  from  which  the  rafts  are  floated 
to  (Quebec.  Thus,  by  the  simple  and  inexpensive  process  of  railing, 
timber  is  borne  by  the  current,  at  a  cost  of  three  or  fi»ur  cents  per  cubic 
f<)ot,  to  Quebec,  Iiom  a  distance  of  six  hundred  miles — even  from  the 
lands  (haincd  by  Hudson's  bay  and  L:ike  Huron.  The  amiual  supply 
varies  with  the  export,  but  seems  ca[)al)le  of  almost  illimitable;  e'xte-n- 
6ie)n.  In  1846  tho  sup[)Iy  e)f  sepiare;  tind)er  ex<;ee'de'el  thirty-seven 
millieius  of  cubic  feet;  that  of  sawed  deals,  sixty  millions  of  le-i't,  board 
measure ;  besielcs  some  fifty  tlie)usanel  Ions  of  staves,  lath-vve)e)ei,  &c. ; 
the  whole  (at  the  usual  rate  of  forty  cubic  feet  to  the  ton)  amounting  to 


COLONIAL   AND    LAKK    TIIADB. 


305 


one  million  six  Imndrcd  ;iml  filly  tlioiisand  tons,  und  worlli,  nt  llit; 
ruling  [)ii(!rs  of  lliiil  yoar,  hctwccn  live  iiiid  six  millions  ol'  dolliirs. 
Ifcdiuin^  tli(!  (;ul)if;  to  supcrliciid  inciisiirc,  l()r  tli(!  s;ik(!  of  foinpiiiisMn 
wiili  All);iny  iind  B;in;»;or,  the  8nj)[)ly  of  F(|uiin"  timber  (ind  dtjils 
(rxclusivo  of  staves,  liitii-wood,  &(;.)  bron^lit  to  (^iichcc  in  tlidt  y(';ir 
exceeded  liv(;  hundred  miiiion.s  ol"  ticl.  'I'he  stock  wintered  over  ex- 
ceeded t\venty-on(;  millions  of  (;nl)ic  feet  ol  liinln  r,  ;ind  iIk;  c.\|)<irt 
lwenly-li)nr  nnd  n  (juinter  millions,  lojiding  sjotnc;  thirteen  or  fourteen 
hundred  vessels,  of  iin  jip;ti;re<;iile  tonn.iifc  of  over  half  a  million. 

'.riic  l()llo\vin^  shows  the  numIxT  and  tonnage  of  vessels  inwaril 
and  outward  in  (Quebec,  with  the  export  of  white-pine,  limber,  (iho 
leadinj^  article,)  (or  the  last  eight  years: 


Year. 


IRll 

iM4r) 

1H4U 
1H47 

lb4H 
1H4!) 


■VWAHB, 

ODTWABD. 

1 

EXPO  1  .        / 

Will.     nst'.. 

Tons. 

Vusacls. 

Tons. 

Cubic  ft'ut. 

|/j;i:.' 

4r.I,l4J 

i,'j;ti) 

4r.:<,w)4 

ll,!).".i).4:)rt 

1,4M) 

57  (.Ml 

l,4!t!» 

r.h4,;'.4() 

I^),^:.'^.^s0 

1,480 

r)(;H,'j'jr> 

l,4fi7 

r.7i>,:n.M 

1  I..M!1>.',',",'0 

I.'JIO 

47D,li'4 

i.iiir. 

4S!I,HI7 

!),(i':(;,44() 

I.IHS 

4.V,',4.')(! 

l,l'.)4 

4.'')7,4;t(l 

l(),7(iy,ti,i() 

1,IH4 

4(i.'),0WH 

j,t.M:j 

4HI,l.'i.'7 

ll,(i.'l.!l'J() 

1,1  !l« 

4(;.'>,H04 

i.y;:. 

4!)»,t)Ul 

i:).(i4(i,.v:o 

i,;{U5 

533,HX!1 

i,a!)4 

5»?G,ljy3 

16,'J41,(iUO 

this 


'rh(>  <rr<'atrst  number  of  s!ii[)-»  outward  in  any  year  [)revi()us  to  1851 
was  in  LS-l-'j,  wiien  i,4i)i)  (  icared  out,  with  a,  tuiinagc  of  .081,')  10.  in 
\H')\  the  viimhcr  i)\  vessels  outward  is  less,  but  the  tonnage  is  greater, 
than  thai  of  any  liirmer  year.  It  mini  be  reinendjercd  that,  since 
lb-l;'j,  the  duty  upon   IJaltic  timber  in  biitain  has  i)c;en  reduced. 

The  value  of  exports  I'rom  (^uebiM;  depends  upon  the  marki  t  price 
of  timber,  which  ranges  nearly  oni;  hundred  per  cent.  It  was  greatest 
in  liS'l''),  when  iIk;  price  of  titn!)cr  was  highest,  although  the  toiniago 
outward,  whicii  is  ihi;  iru  '  meadurt!  of  the  commerce,  was  less  than  iu 
1851.  'I'hc  {)rogress  of  the;  imports  is  an  index  of  the  prosperity  of 
the  port,  as  the  ai  tides  are  general  merchandise,  which  do  not  lliiclualo 
as  much  in  valiu!  as  tin;  ("xports. 

'i'he  following  is  u  statement  of  imports  for  a  series  of  years  at  the 
port  of  (Quebec: 

l^'li X217,917  «;871,()(;8 

LS42 21G,()70  8(i(i  (iM) 

1813 402,227  i ,(il)8  !)08 

1844 Gr)5,8()9  2,(;2;},47G 

184.'3 712,.'ii)8  2  84!)  .092 

]84() 760,983  3,0();3  9:}2 

1847 79(1,917  3,187  ()()8 

1848 574,208  2,2!)(;,832 

1849 438.673  l,754,(i92 

1850 686,441  2,745,764 

1851 S33,904  3,335,616 


n 


IMAGE  EVALUATION 
TEST  TARGET  (MT-3) 


1.0 


I.I 


128 


1 2.5 
*^  U^    12.2 

S   lis    |2^ 


US  III  1.4 


III 


1.6 


"4V^ 


9 


Photographic 

Sciences 

Corporation 


33  WeST  MAIN  STRiET 

WHSTER.N.Y.  MSSO 

(7I«)  •73-4503 


i-V 


^Q^ 


:\ 


\ 


6^ 


u 


«■ 


366 


ANDREWS     REPORT    ON 


The   prngross  of  exports  inland,  which  for  1851   includes  transit 
goods  fur  United  Slntes,  is  shown  as  follows: 


i 


Year. 


1849 
1850 
1851 


By  sea. 


jti4.8;)3,872 
5,(L'7,18(I 
5,6:il,!}8H 


Inland. 


Si.'in.oss 

l(i2,913 

755,588 


Total  exports 


cf  1.241, 21 5 
1,297,523 
2,594,394 


$4,964,860 
5,190,092 
6,377,576 


II 


il 


^. 


The  imports  of  1851  are  exclusive  of  railwny  and  other  iron,  im- 
ported in  tr.msitu,  t()r  western  {States,  valued  at  $750,000. 

The  im[)orts  at  Quebec  in  1851  greatly  exceed  those  of  any  t()rmer 
year,  and  the  whole  business  of  the  port,  import  and  export,  for  the 
past  year,  prol);d)ly  equalled  its  best  ones  when  under  the  protective 
policy  of  the  niolher  country. 

In  order,  however,  to  present  the  sea-trade  of  Canada,  it  becomes 
nect\ss;iry  to  trent  Quebec  and  Montrenl  as  one  port.  Tiie  value  of  the 
exports  of  (Quebec  is  generally  more  than  double  those  of  Montreal, 
while  the  imports  of  the  latter  are  double  those  of  (Quebec.  This  latter 
diilerence  is  sensibly  lessening  in  f.ivor  of  Quebec,  as  that  city  is  now 
becoming  the  point  of  trnnshipment  tor  goods  in  transit  to  western 
Stiites,  which  will  relatively  greatly  increase  the  vidue  of  her  iinports; 
while,  as  she  will  always  be  the  timber  mart,  no  corresponding  decline 
of  her  exports  is  to  be  anticipnted.  Ships  of  the  largest  burden  are 
brought  up  to  (Quebec  by  the  tide,  but  the  approach  to  Montreal  is 
limited  by  the  shallowness  of  water  in  Lake  »St.  Peter,  giving  at  low 
water  onl}''  thirteen  feet,  and  is  burdened  with  a  towage  against  the 
current  of  the  river.  The  work  of  (le(>pening  Lake  St.  Peter  is  now  in 
progress,  with  f;iir  prospects  of  success,  and  in  another  year  or  two 
vessels  drawing  fift(>en  feet  water  uiiiy  come  to  Montreal. 

Vessels  loading  at  Montreal  are  frequently  obliged  to  lighter  a  por- 
tion of  their  cargo  through  the  lake,  and  are,  therefore,  re-cleared  at 
Quebec.  Again,  imj)orts  in  the  larg(!  ships  which  stop  at  Quebec  are 
lightered  up  to  Montre.il;  thus  rendering  it  almost  impossible  to  sepa- 
rate the  commerce  of  the  two  ports. 

Again,  by  means  of  the  ship-canals,  the  inland  lake  and  river  ports 
of  Caniida  carry  on  a  direct  tradi^  by  sea;  and,  although  the  regulations 
rer[uire  their  exports  to  be  reported  at  tide-water,  their  direct  imports 
are  not  noticed  at  Montreal  or  Quebec,  but  are  piissed  up  under  a 
"frontier  bond,"  and  entered  at  the  j)ort  of  destiniition. 

In  the  following  stntement  the  imj)orts  in  transit  for  the  United 
StJites  and  those  under  frontier  bond  li)r  ['j)per  Canada  ports  arc  in- 
cluded : 


i,i 


scpu- 


COLONIAL   AND   LAKE    TRADE.  3G7 

Gross  trade  of  ports  of  Montreal  and  Quebec, — Imjmrts  and  export /f,  ]851. 


Imports  at  Quebec j  $4,091 ,204 

Imports  at  Montreal '  9,177,164 

Imports  direct  per  inland  ports, 

not  reported  elsewherp j  3,144,316 

Total    imports  nt  and   throuj^li 
Montreal  and  Quebec j  16,412,684 


Exports  from  Quebec $5, 6-33, 988 

Exports  from  Montreal '.  2,r)U;j,!)lG 

Exports  from   inland  ports  di-  I 
rect,  not  reported  elsewliere  J  4,512 

Total  exports  by  sea  and  inland  j 

navigation ;  8,132,416 


which  ni.'ikos  the  gross  vnlue  of  the  exftort  and  import  trade  of  Mon- 
treal aiul  Quebec  ibr  1851  amount  to  $24,545,100. 

Ship-building. 

There  are  in  Quebec  about  twenty-five  ship-buihling  estnblishtnents, 
and  t;ighl  or  ten  th^aliiig  docks,  capable  of  rec(!iving  liirgest-chiss  v<;s- 
sels.  The  ehiss  of  vessels  built  range  from  500  to  1,500  tons  and  up- 
wards, and  lliere  has  been  lately  established  a  resident  "  Lloyd's  sur- 
veyor," to  inspect  and  class  the  ships. 

The  average  cost  is  as  follows  : 

Hull  and  spars S22  to  $30  per  ton. 

Complete  ti)r  sea 32  to    40       " 

The  number  built  were,  iu 


!S48,  24  scjuare-rigged,  18,G87  tons,  ^ 
840,  28       "         ^""       23,828    "      !  r 
"       20,184    "      f 
"       38,909    "     J 


1848 
1849 

1850,  32 

1851,  40 


and  smaller  craft, 
making,  in  all 


Total  tons. 

r  19,909 

J  24,396 

1  30,387 

I  40,507 


Trade  and  tonnage. 


The  tonnage  cleared  outward  to  the  lower  colonies  was 


Year. 


1851  , 

1850, 


Quebec. 


Montreal. 


Total. 


10,021 

12,5S8 


8,524 
9,819 


18,. '545 

22,4U7 


The  value  of  exports  to  the  colonies  by  sea,  and  via   the    United 
States,  and  imports  therefrom,  has  progressed  as  tiillows  : 


Year. 

Exported  by  sea. 

Exported  in  bond, 
via  the  U.  S. 

Total  value  of 
exports. 

Total  value  of 
imports. 

1849 

$116,581 
202,194 
241,791 

$32,3.59 

58,487 
119,353 

$148,940 
260,681 
361,144 

$48,917 
96,404 

1850 

1851 

124,350 

368 


ANDREWS     REPORT   ON 


The  following  is  ii  summary  statement  of  the  sea  and  inland  trade 
of  Canada,  contracted  for  1861: 


IMPORTS. 

EXPORTS. 

Total  imports. 

Total  exports. 

Sea. 

Inland. 

Sea. 

Inland. 

$15,324,348 

$8,681,680 

$8,081,840 

$3,259,888 

$24,006,028 

$11,341,728 

Inland  expori.s  S3,2r)9.888 ;  imports,  $8,G81,C80.     Total,  SI  i ,941  ,r)G8 
Soa  exports,  $8,U81,84U  ;  imports,  $15,324,348.     Total,  !|23,4UG,188 

Tlu;  exports  ird;ind  are  taken  from  the  imports  at  United  Stales  cus- 
tom liou.ses.  This  mnkes  tlie  reported  value  of  tfie  sea  nearly  tlouble 
tliiit  of  the  inland  trade,  and  makes  the  gross  trade  of  Cjinada,  or  the 
value  of  h(T  exp(»rts  and  imports  fi)r  385],  amount  to  $!3.'3,347,7r;(),  of 
which  $24,000,1)00  arc  imports,  and  only  $ll,OUO,000  exports.  In  the 
exports  there  should  he  included  the  value  of  ships  i)uill  li)r  sale  at 
Quehec,  iit  least  $1,000,000  more  in  ]8.'31,  and  l()r  underviilu.ition  of 
exports  iiitinid  a  much  larger  sum;  so  that  a  lull  estimate  of  the  gross 
trade  of  Ciuiada  l()r  1851  will  not  full  short  of  a  value  of  li)rty  mil- 
lions of  dollars. 

The  pid)lislied  Canadian  returns  for  1850  contain  no  statem(Uit, 
either  of  im[)()rts  in  lran^itu  for  the  United  Slates,  or  thos(^  which  pass 
up  under  tionticsr  bond.  There  are,  iherefiire,  no  m(,'ans  of  comparing 
the  ahove  sLatemenl  with  lormer  years.  It  has  been  shown  heret()li)rc 
that,  in  tin;  sta[)le  of  wheat  and  llonr,  there  has  b(!en  a  marked  gain 
l)y  the  sea  at  the  expense  of  the  iidand  trade;  yet  the  importation 
inland  has  sensibly  increased  ovef    '  U  of  1850. 

The   imports  r.iilcred  at  inland  .  compared  with  those  entered  at 

Montreal  and  (Quebec,  were  as  loii(<-.vs: 


I:/! 


Ports. 


Montreal  and  Quebec 
Inland  porls 


Total. 


1849. 


$G,.'-)23,Q;12 
.'),4!)1,336 


12,013,568 


1850. 


$8, 9.')  1,868 
8,0.')0,200 


16,982,068 


1851. 


$12,5.13,780 
|(l,(i.»7,660 


23,250,440 


The  valuoof  imports  from  the  colonies  and  "other  foreign  countries" 
was  as  (()llows: 


Year. 

Colonics. 

Other  foreign 
countries. 

Total. 

1849 

$195,668 
385,616 
497,400 

$167,296 
365,216 
939,976 

$362,964 

7.50,83a 

1,437,376 

law 

1851 

d  trade 


a1  cxportB. 


,11,341,728 

,941,5G8 
;,4U0,188 

lilies  CU3- 

ly  (loul)Ui 
lii,  or  the 
17,750,  of 
s.  Ill  the 
)r  s;ili;  nt 
lu;ition  of 
llic  gross 
li)iiy  mil- 

;i;itcmrnt, 

•oinpiiriiig 
licrcloli'rc 
rUcd  giiin 
oporluiion 

entered  at 


1H51. 


A 1 2,  fir.-l,  780 
|i),i;.)7,GG0 

a;i,:;.'50,440 


countries 


Total. 


«> 


COLONIAL   AND   LAKE    TRADE. 


369 


1851. 

47 

vessels. 

35 

do. 

21 

do. 

8 

do. 

3 

do. 

2 

do. 

1 

do. 

0 

do. 

0 

do. 

A3G2,964 

7r)0,83a 

1,437,376 


Much  of  the  imports  returned  as  "Irotn  other  foreign  countries"  is 
made  through  the  British  North  American  colonies.  The  rapid  increase 
of  th(!  former  is,  in  u  great  measure,  due  to  the  trade  with  the  hitter. 
Sugars,  &c.,  the  growth  of  the  Spanish  West  Indies,  purchased  in 
Hahfax,  ar(!  reported  from  "otlier  ii)rcign  countries,"  in  order  to  pass 
the  lower  invoice. 

The  arrival  of  foreign  vessels  at  Quebec  in  1850  and  1851,  the  only 
two  years  in  which  they  have  been  permitted  to  carry  to  England,  has 
been  as  li)Uow3 : 


1850. 

Norway 45  vessels. 

United  Slates 24     do. 

Prussia 19     do. 

Russia 3     do. 

Sweden 1     do. 

Meckletii)urg 0     do. 

Hanover 2     do. 

Portugal 1     do. 

Holland I     do. 


yt)     do.,  117      do., 

(making  37,554  tons.)      (making  50,716  tons.) 

The  abundance  of  freight  in  llu!  shape  of  lumber  at  Quebec,  guar- 
anteeing a  full  cargo  outward  to  every  vessel  entering  the  port,  must 
produce  its  eflect  on  inward  Ircighls.  Moie  than  thrce-tburths  of  the 
inward  tonnage  an'  now  empty;  but  in  railroad  iron,  salt,  and  coal,  the 
imports  are  rapidly  iuc:reasing  siiu.'e  the  completion  of  the  canals  has 
let  down  lak(!  vessels  to  carry  these:  arlicles  inland.  The  present  regu- 
lations pr('V(!iit  American  vessels  from  descending  below  Montreal,  and 
are  injurious  to  lliis  commerci!. 

Vort  of  Montreal. 

Latitude  45^  31' north,  loiigiliuh^  73^  35' west;  population  in  1851, 
57,715. 

This  city,  at  the  head  of  sea  navigation  proper,  is  the  most  popu- 
lous in  British  North  America.  Although  not  accessible  (like  Quebec) 
to  the  hirgesl  (;las.s  ot'  shipping,  its  position  l()r  a  varied  and  extensive 
commerce  is  more  commanding,  inasmuch  as  it  is  the  centre;  of  a.  more 
l(.'rtil(!  area,  more  numerous  approaches,  and  [)()ssess(^s  within  itself 
every  requisite  liir  the  support  of  a  large  population. 

Monlreiil  is  pictures(iutly  situated  at  the  tixit  ot"  the  "  Itoyal  moun- 
tain," from  which  it  takes  ils  name,  upon  a  large  island,  at  the  conllu- 
ence  of  the  Ottawa  and  St.  Lawrence,  which,  both  in  lertility  and  cul- 
tivation, is  jusily  considered  llu;  garden  ot'Canada  East. 

Tlu!  main   branch  ot"  the  Ottawa,  whieli    is  the  timber  highway  to 

Quebec,  passes  north  of  Montreal  island,  and  enters  the  St.  Lawrence 

about  eigiiteen  miles  ln;low  the  city.    About  one-third  of  its  waters  are, 

however,  discharged  into  l^ake  St.  Louis,  luid   ioiniiiy:,  but  not   minsr- 

24 


V\ 


370 


ANDRKWS'    HE  PORT    ON 


ling,  ill  CruighnawMga,  the  two  distinct  hodios  piis;^  over  llie  Sault  8t. 
Louis  and  tiio  Nornian  rapids — thn  daric  w. iters  oftlK^  Ottawa  washing 
tile  (jiKiys  of  Montreal,  while  the  l)hie  t^t.  Lawrence  occupies  tlie  other 
shore;  nor  do  they  lose  tlieir  distinctive  cli.ira(,ler  unlil  tliey  are  several 
miles  below  Montreal. 

The  (juays  of  Montreal  are  unsurpassed  hy  those  of  any  eity  in 
America  :  built,  of  solid  hmeslone,  and  uniting  with  the  locks  iind  eui- 
stone  wharves  of  the  Lachine  canal,  they  present,  liir  several  miles,  a 
display  of  continous  masonry  which  has  lew  parallels.  Jjike  the  h'vces 
of  the  Ohio  and  Missis-?i])pi,  no  unsightly  wai chouses  disfigure^  the 
river-sid(\  A  ln-oad  terrace,  liiccd  with  gray  liinestoni',  liic  parapets 
of  which  art!  surmounted  with  a  sul)stantial  iron  railing,  divides  the 
city  from  the  river  throughout  its  whole  extent. 

This  arrangement,  as  well  as  the  subsluntial  character  olllie  (|uays, 
is  a  virtue  of  necessity,  arising  tiom  remarkable  local  plu  iiomena. 
Montreal  being  the  terminus  of  man}' miles  of  broken  water,  embracing 
the  rapids  of  the  f^l.  Lawrence,  an  e.\tra(>r(linary  (]uantily  of  "anchor" 
and  "bondage"  ice  is  brought  down  on  the  approach  ol"  winter,  which 
is  lirst  arrested  at  the  delta  entering  I^ake  St.  I'eter,  iinly  miles  below 
thi-  city.  The  surface  lune,  being  covered  l)y  arrested  ice,  is  (piickly 
solidilied,  against  Vvhich  the  ceaseless  Hood  of  coming  ice  is  checked, 
drawn  under,  atul  iinally  arrested,  unlil  the  whole  river,  li)r  a  distance 
of  lifty  mil(!S,  or  more,  is  filltMl  with  ice,  (as  logs  fill  the  boom  in  a  mill- 
pond,)  but  packed,  and  jammed,  and  tl)ree(l  under,  so  as  to  (iceupy  a 
consi(ieral)le  portion  of  tlie  waier-way  ol"  the  river,  which  thereupon 
commences  to  rise  in  order  to  increase  its  area  of  discharge.  The 
winter  level  of  water  in  Montreal  harbor  remains  permanently  at 
a  point  some  ten  or  litieen  li'e;  above  the  summer  one,  covering  the 
wliarves,  which  are  invisible  until  tlu;  departure  of  the  ice.  When  the 
river  has  become  suiKciently  elevated  to  sec-ure  a  passage  l()r  its  waters, 
the  tioating  masses  on  its  surliice  are  firmly  bound  together,  presenting 
the  rugged  aspert  of  a  (juarry  ;  and,  after  several  convulsive  throes,  the 
surfiice  attains  a  state  ol' rest.  The  advent  of  spring  again  breaks  the 
calm,  when,  after  some  magnilicent  displays  of  hydraulic  pressure, 
the  ie(>  departs  <n  masse,   and  in  lweiitv-l()ur  hours  the  navigation  is  ri-- 


sumed 


It  is  while  settling  to  rest  fl)r  tiie  winter,  and  when  "waking  up"  on 
the  a{)proach  of  spriiiii,  thatlh(!  majestic  pla^nomenon  ot  an  "ic:e-shove" 
is  seen.  During  the  elevation  of  the  vast  volume  of  the  St.  Jjawrence 
some  ten  or  lilieen  il'ct  and  its  return  again  to  its  l)eil,  momentary  ar- 
restations  otboth  floating  and  submerged  ice  take  place,  when  the  river 
abo\'e  instantly  rises  until  a  "  head"  ot'  watci'  is  aecaumilated  which  i> 
feartully  irrt-sistible.  Tin;  solid  crust  of  ice  on  the  Mirlaee,  two  or 
three  fi'ct  in  thickness,   is   summarilv   and   suddenlv   lilted  and  iiirced 


right  and  left;  a  field  of  ice,  perhaps  ot'several  s(]uare  miles  in  ari'a,is 
set  in  motion,  and,  erushinir  aiiainst  tlie  unyielding (|uays,  is  li)rced  up- 


ward, until  It  IS  pilei 


mountains  'iiuii  '    on  the  lerrat-e  m  tioiit  ot  tin 


eity.      No  warehouses  can  Ix;  elected  on  the  water's  e(li:e  without  tir.>I 


plaeintr  an  ( 


ilhrl 


iial  liarner  l)t'iween  ihem 


m.i  tl 


le  movintf  ice 


aial  no 


cralt  of  any  descri|)tion  can  b(-  laid  up  for   tla;   wmti'r   in   tins    hai 


bor. 


r 


COLONIAL   AND   LAKE    TRADE. 


371 


;aiilr  St. 

wasliing 
lir  oilier 
'  sever  ill 

eliy  in 
iiiid  eut- 
mile?,  a 
ic  levees 
miic  llie 
piinipets 
vides  llie 

le  (lUJiys* 
noiiiena. 
inlniu-iiiii 
'aiiclior" 
IT,  wliieli 
les  below 
i.s  (juiekly 
cheeked, 
I  (l:.>;1.aiiee 
ill  a  iiiill- 
oei'iipy  a 
tliereupoii 
-.r...      The 


leiitly   at 

veriiiiT  ill*' 

When  llie 

its  waters, 

)reseiitiii,u: 

iroes,  ihe 

i-eaks  the 

iressure, 

ion  is  re- 

i(r  u|)"  on 
•e-shove" 
jMwreiiee 
'iilary  ar- 
II  the  river 
whieh  is 
',  two  or 
iiul  tiireed 
ill  area,  is 
oreed  up- 
roiil  ofthe 
itliout  tir^l 
I'  ;  and  uo 
•3   harbor, 


which  present  the  uniiiuc  spoctaele  of  a  thriving  seaport,  in  which,  for 
nearly  live  months,  not  a  spar  is  to  be  seen. 

Montreal  occupies  the  centre  of  an  extensive  plain,  cut  in  every  di- 
rection by  the  St.  Lawn-nce  and  Ottawa,  with  their  tributaries,  Ibrm- 
ing  several  large  and  fertile  islands  contiguous  to  tin;  main  one  occupied 
by  the  city.  This  plain,  although  nearly  one  thousand  miles  by  the 
river  from  the  Alantic,  is  scarcely  elevated  one  hundred  feet  above 
tide-water,  and,  in  the  words  oi'  tlie  provincial  geologist,  "  constitutes 
the  valley  pro|(er  of  the  St.  Lawrence,  occupying  a  breadth  of  fJirty 
miles  ;  the  ntituie  of  die  materials  of  \vhi(;h  it  is  composed  (a  deep  and 
highly  levigated  deposite  of  argillaceous,  arenaceous,  and  calcareous 
matter)  rendering  it  impossible  to  conceive  ot  a  region  more  fitted  for 
the  purposes  of  agriculture." 

The  sea  tonnage  of  the  port  of  Montreal  was — 


Year, 

iVumbcr. 

ivwAi.n. 

Tons. 

Men. 

Number. 

OUTWARD. 

Tons. 

Men. 

1H50.. .. 

211 

231 

4(1,151) 
5J,tiliO 

1.944 
2,lt^l 

207 
245 

45,954 
.%,D98 

1.914 

185] 

2,254 

The  aggregate  tonnage  at  Montreal  and  (Quebec  is  greater  than  the 
whole  tonnage  outward  by  sea,  because-  vessels  partly  laden  at  Mon- 
treal are  recleared  at  Quebec.  Tiie  above  return  refers  only  to  ves- 
•sels  from  and  to  sea. 

The  tonnages  of  the  pori,  repisiered  under  the  imperial  act,  com- 
prises 185  vessels,  making  20,0(10  tons. 

The  progrj'ssive  value  of  imports  and  duties  collected  is — 


Year. 


ImportB 


1H48 

1849 ! 

1H50 1 

1851 1 


$5,925,072 
G,  183.892 
7,172,792 
9,179,224 


Duties. 


$501,916 

707,404 

1,032,6.% 

1,256,760 


A  new  tariff  came  into  operation  on  the  25lh  of  April,  1849,  in- 
creasing the  duties  an  average  of  about  thirty  per  cent,  on  former 
rates. 

The  progressive  exports  have  been — 


Your. 

By  soil. 

1848.. 

$1,288,244 
1.610.944 

1849 

Inliiiid. 


Total. 


1850. 
1851. 


1,708,044 


:3 1,500 


$44,490 
90,010 
89,500 

272,416 


fl,  332, 740 
1,700,960 
1,858,204 
2,503,916 


i'   I 


I 


372  ANDIIEWS'    REPORT   ON 

Tlio  mode  orkr»'[)iii;i;  tlio  pioviiiciiil  rrtiiriHdnci?  not  do  jiisticp  oithor 
to  llic  exports  or  imports  of  Moiitrciil.  Im[)orls  liinded  licro  liir  TorDiito, 
H;imiltoii,  and  oilier  iiiLiiid  ports,  arc  not  entered,  but  pas.s  np  inider 
"frontier  bond,"  and  ar(!  scattered  over  tin*  inland  ports.  No  a,ii<i;rei,'alc 
accounts  ot*  these  are  pul)lisli'(l,  and  their  vahie  can  oidy  l>e  asi:ur- 
tained  at  inhuid  ports.  The  nominal  vahie  passed  up  under  these 
♦'  frontier  bonds,"  as  given  at  iMontreal  lor  1851,  was  JBI,H0r),140.  At 
Quebec,  the  value  of  transit  ;,'oods,  both  llir  f()reign  and  domestic  ex- 
port, is  not  ascertained. 

The  exports  do  not  includi!  produce  lightered  over  the  bar  in  Jjakc 
St.  Peter,  or  the  cargoes  o\'  foreign  vessels  \vhicli  tnust  clear  outward 
from  Quebec.  Fifty-three  thousand  barrels  of  Hour,  shi[)ped  at  Mon- 
treal, are  tlierel()re  included  in  the  exports  from  Quebec  l()r  1851.  The 
total  value  thus  taken  from  INIontrcal  Ibr  1861  was  S37}),132. 

The  l()llo\ving  are  tlie  countries  inijicMted  fiom  : 

Great  liritain S7,3r>8,!)8{) 

United  States 1,081,372 

British  North  American  colonies 252,21)2 

Other  Ibreign  States,  viz:  West  Indies,  France,  Portugal, 
Spain,  B;:'lgium,  Holland,  Siitily,  Spanish  West  Indies, 
and   China'; 184,512 

Total I).  177,  Hi  1 


The  trade  between  Montreal  and  the  lower  colonies  is  shown  by 
the  ({)llowing  statement  of  tin;  value  of  im|)orts  and  exports,  and  mjin- 
ber  ot"  barrels  ot  flour  sent  in  : 


Year. 

Tot.il  value  (j1 
iiii|iiirtH. 

Ttital  valiii;  of 
exports. 

No.  of  l>l)ls.  ot' 
tlour  exported. 

JleniarkH. 

184!» 

1850. . . . 
1851 . . . . 

|I29,7f8 
23G,^(i4 
258,200 

1 

§.177, 448 

4;j5,7;t(; 

480,728 

.■i5,0M2 
77,4(il 
90.08!) 

2,(i2l     in    foroi{jn    vcsmpIm,    and 
tlicrutori!  clcarcil  from  (iuoljoc. 

The  exports  lor  1851,  being  :dl  cleared  onlwaid,  are  much  greater 
than  in  any  ti)rmcr  year;  but  the  imj)orts  oi  1813  and  1844  w<r<' 
greater,  bifaust.-  at  that  time  ail  impoits  l()r  Upper  ('anada  wcic 
entered  inwaid  at  Montreal,  but,  sini-e  the  opening  of  iIk;  St.  Lawren(;e 
canals,  a  gicat  portion  of  these  pass  uj)wards,  and  are  cnnlited  to  the 
diflirent  inland  ports. 

Th(;  trade  betw(  (  ii  Montreal  and  the  rnited  St:!tes  is  divided  with 
the  frontier  iJurls  of  St.  John  and  Uou.s(i'.s  I'oint,  on  Lake  Cliam]jlriin, 
and  cannot  be  se{)arat(!d. 

The   import.s   enleied   at    Montn'al    and  St.  John   from  the   United 
States  wc  10 : 


I 


COLONIAL   AND    LAKE    TnADU. 


373 


ice  rilhor 
'roruiito, 
up  under 

1)(>  :isc:ur- 
1(M-  llu'ac 
140.  At 
k'sIh;  t'X- 

r  in  Luke 
•  outward 
(1  ill  Mon- 
801.  The 


7,35S,!)89 

1,081,372 

•J.W,'J02 


184,012 
0,177,1()4 


shown  l)y 
juid  nuni- 


VCSJicIs,      uinl 


IH.'ll  l^MMttT 

1844  w.rr 

niida  wtM(! 

Ijawrcnce 

liu-d  l<>  lilt' 

ividtMl  uilli 
C'lianipl.'iiii, 


Yoar. 

Monlrnal. 

St.  John. 

Total  curroncy. 

Total  (lullars 

IH40 

77i2iTo4     : 
1, 081. 37a    1 

1 

$i,ai.'j,(;to 

1,477.7^1 
l,!)47,45-» 

.f4.%,4B:i 
.'■)«>>,47-> 

757, aoc 

1,745,9.'J3 

IHfiO 

y,y49,8HH 

1851... 

a,oy8,824 

Tlic  exports  were  : 


Year. 


184!t. 
18,'-)(t. 
1851. 


Total  dollars. 


1,045,044 
1,3»5,.'J96 
1,177,692 


The  ehan;,M'  hen'  shown  in  the  exports  nt  St.  Jolin  was  caused 
chielly  hy  the  movement  of"  timbiT  and  himl)er.  Ijuriie  (juantilies,  in 
1800,  went  to  the  Hudson  river  market  through  Lnke  Champhiin  ;  but, 
in  1801,  the  (^uehec  market  was  the  most  pr<»rual)le,  and  thither  a,ll 
shipments  tended. 

Inland  2>orf.i. 

Tlie  trade  of  th(!  inland  j)orts  is  somewhat  eomphcated  by  the  man- 
ner of  m;iking  th(>  imports.  These  consist  of  l()ur  classes,  viz  :  Im- 
|)oils  purchased  in  the  United  Stat(>s.  2.  Imports  imported  in  bond 
through  the  [Jnited  St;ites.  3.  Imports  by  sea,  via  Montreal  and  (Que- 
bec, under  frontier  bond;  and  lastly,  imports,  coastwise,  ot"  ])urchiises 
in  Montreal  and  (inbcc,  of  whii-h  no  account  is  kept.  The  vahie  of 
imports,  as  shown  by  the  custom-iiouse,  gives  an  indication  of  the 
direct  trade  only  ;  none  (»!"  the  im[)ortanee  of  the  consuieption  oCthe 
port. 

There  are  about  sixty-eigiil  i.  ':  .■  d  j)orls,  ot'  which  about  thirty  are 
wari'housing  ones.  Of  these  the  rade  ot"  the  greater  mimber  is  ex- 
I'lusively  with  the  United  States,  either  in  donu.'stic  or  bonded  articles. 
But  the  niort!  important  lake  ports  are  vaj)idly  establishing  a  direct 
trade  by  sea  with  the  gull"  j)orts  and  the  lower  colonies,  and  very 
probably  will  soon  engage  in  the  fisheries,  fi)r  which  they  can  lit  out 
and  provision  at  tiie  clu  a|)est  rates. 

As  lh(!  trade  between  (Janada  and  the  United  States  is  ahuost  wholly 
conducled  through  the  inland  ports,  a  sununary  ot"  that  trade  is  here 
given.  The  imports,  as  shown  by  the  custom-houses  of" each  country, 
are  tak(Mi  as  the  true  measures  i)|"tlie  exports  ()t"th(>  other. 

The  Ibllowing  statement  shows  the  imports  from,  and  exports  to, 
Canada  for  the  year  1801: 


the;  United 


374 


ANDHKWS     HE  POUT    ON 


Import*. 


l'uly-|Mi}iiifr. 

In  IhiiiiI 

Fruo 


Tot:il... 


Ainoiiiit. 


f.l,';-JI.4*i-J 

i,:(!i;t..Tj» 

!ll.4til  . 


'A,'M-J,)iM  1 


KxpnrtH. 


Amount. 


DtinicMtin 

KolMijrii  lilldlT    lidflil  .  .  .  . 

Fiir<M};n  not  iniiU'r  bond. 


Toliil , 


#.'i,4%,H7:) 
.').4'tO.:»(i.1 

H,!);jG,y.'iu 


The  iiflivc  iiilcrfoiirsc  lu'lwrcii  C!;iii;iil;i  mid  \.\\v  l.'iiitt'd  Sliitr.s  iiiiiy 
b(!  seen  I'roiii  the  li)llo\viiiu;  slatciiiciit  ol  llic  loiiiiiigc  iiiwiird  and  out- 
ward in  I  Sol : 


Iiiwanl. 

American.      UritiHli. 

'■ 

Outward. 

Tot 
Inward. 

■.xh. 

Ami'ricaii. 

liritish. 

t)iitwaril. 

Stciini 

Sail 

i,','-'4,.vj:j  ;    H4.-.,:)S!» 
i:i!>,f*t;7  ;    '-.'(cj.tij!) 

7.-.:).;jks 
i.">;),(i7ii 

.">(i4,(»S!» 

'jii(i,;j(ii 

•J.OTd.lPJ 
»4l,tll)(i 

l.:»17,407 
3Glt,(»31 

Total 

I,:j(i4.3;)0    1,(>47,G:»8 

1)()G,9!^8 

77ll.4.'i() 

:J,4I0,()-J.S 

l,(i77,438 

[  \ 


!■       li 


Stoani,  American 1  ,i»77 ,  s  1 1 

{{liliKJi 1 .4(lll,(i7pi 


Sail,  American 'J'.l.'l,.'i.'l7 

Hritisli 4(»f<.4(l() 


3, 387,. MO 


r01.!)37 


Total  inward  and  outward,  tons 4.((H!).4.'»0 


Till'  (.•()iii]):irativ»'  values  of  cxjioils  and  imjiorls  liavi-  Ix'l'Ii- 


^  car. 


InjporlH  frunii  Kxport»  to 
i     Canada,     i    Canada. 


184!> i  $3,.')f<'2.0.')9   <;4.i»71,4:]n 

18.->(l '     4,.'')13,7!tti  I  (l.iV.M.HW) 


185] I     3, 31-', ','30  I  8,l»3(;,'J3G 

Thf  dccrca.-Jc  in  the  imports  tioiii  Cainda  lias  hccti  r.\j)lai[U'tl  by 
tliP  increased  quantity  whieli  lias  d.seended  tlie  St.  l^awroncc;  to 
ISIontrcal. 

The  principal  articles  of  inijiort  lioiii  ('anada  arc  Hour,  wlicat,  iuiu- 
bcr,  cattle  and  liorses,  oats,  barley  and  rye,  wool,  butter,  and  v^;. 

"  n 


The 


j)rincij)al  cxjiort.s  to  (Canada  are  lea,  tobacco,  cotton  and  woolh 


nianul;ietin-es,  hardware,  suijars,  leather  and   its   iiianuliiclnres,  colli'C, 
salt,  India-rubber  Lroods,  hides,  niaeliiiiery,  liiiils,  and  wooden  ware. 
(.)!  the  imports   tiotii  Canada,   Sl,-01Ki,321  worth  were  received  in 


Cnl.ONIAIi   AND    LAKE    TItADK. 


375 


Aniount. 

#:.,4i»:>.H7:) 
M,  4  to,  :<(;.*« 


nifs  may 
and  DUl- 


lalrs. 


OiilWiini 


1,:U7,407 
3G0,(»31 


1,G77,438 


tl 

7t^ 


3, 387,. '.19 
»7 

\-      70K'.)37 

.  4,(tH!».4ri(» 


L)() 


in  Exports  to 
(Ainadu. 


!)  <44.'.)71,4JO 
;  I  r.,;V.t4,H(!() 
I)  I  ri,ll3tl,ti3G 


)laiiiftl   l)y 
wrciicc    lo 

licnt,  liiiii- 
1(1  (',u,u;j^. 
nil  Nvodllcii 
res,  colH'e, 

11  ware, 
■(■(•(■ivcd  in 


l)(tn(l,  so  that  tlic  valiK!  of  (laiiada  ptodiii-fi  wliicli  paid  duly  was  only 
al)i>iit  S I, (iO(>,( )()(),  wliilr  that  of  doincstic  export  to  (Canada,  on  whifli 
dilti.'s  wcif  levied,  was  !l!!5,4!).'i,<S7.'{.  The  diily  levied  on  iniporls  lioiu 
('atiada  lor  l(Sr)l  was  !jji.'37'},'l!)(l,  while  that  levied  on  ex|)oHs  to  ('anada 
(inehidinij;  honch'd  ^oo(ls)  anionnled  to  Sl,li)(),9/i(). 

The  reliiiive  Made  with  the  I'niled  Slates  and  other  eoniitries,  nl  the 
k-adin^  inland  |iorls,  was  as  llillows  in  liS')!  : 


PorU. 


|l'<>|mliitiuii  'I'otiil  viiliio  of     From  tliu  UiiiltHi  Htiitcii. 
I   ill  IHrd.       iiiiportH  iVoin 
I  uil  iiurtH. 


Toronto .10.775  ^QAm  ,!)32 

llainilton 14, 1 1'i  -J,  l!t-^.:iOa 

!St.  .loliii ;), *,'!.'»  I.!t4s.4(i(l 

KhufHton 1 1  ,.')S."»  1  ,()•,'<!, 'JIVJ 

Staiih'V '.'il-J,!;:!!; 

llrorlivillc 3,1246  :J3!l,7|--» 

I'rcscoU •J.MG  l'J-.',4;VJ 

OiikvilU" i.'|-J.w44 

(■olmur;r :i,S71  14^'.376 


The  pnniTi'ss  of  the  inland  ports  is  shown  Itv  the  values  on   imports 
tiir  the  iiillowiiiij:  vears  : 


.,..._. 

V  11  lilt'. 

Duty  col- 

Ifctfd. 

t^i.-v^T.^n 

1 

*i23,'i.780 

I,(l4!),7.'')(i 

l(;.'t.l'J4 

1,774,,'.% 

!J44.4!)a 

!)  1.1,  it  112 

1      (;'j.,W4 

•JH4,h7;2 

47,i2:V^ 

I(i4,7(;8 

US.OIKJ 

1  ((.•.,  !(3(i 

11,310 

4-J..'')7(; 

.'),i284 

l-J.-),4)i4 

I3,«t40 

r.irts. 


1H48. 


Toniiilo S7sS.;)(l(i 

llainilton ■.t4l,3S(l 

StJoIni l.l(l(i,(;!t-2 

KinijKtipn ;i(l.'J,7sS 

Stiinlcy i:.l,(i(lS 

Uro.kvilU' lli(;,-,'-,>K 

Uakviilf 'J7,<!(;(» 

Colioiiry ;VJ,'Jtis 




— __ 

184!». 

\(*:m. 

ls,-)l. 

*l,3i:..l,V,> 

VJ .  ,''>3S .  hss 

VJ.(i(t|.<),'<2 

i,rj3.(i-j4 

i,i'.s3.i:»-j 

•J.  Ills. 31 10 

i.-,'i3,(;4it 

1.477.7^4 

I,!I4S,4(;0 

:iH4,li44 

4!)!l,ll4ll 

l.li*ri,4!)'^ 

l.Mi.-JJtl 

•,>lls.4.V> 

y!H2,«3G 

i(;ii,4ii4 

■J31,!14() 

t2:w.7ia 

31,(t7fi 

41,:>(I4 

'J  1 -2.844 

(;s.4-J4 

H7,:244 

14-J.376 

The  principal  inland  ports  upon  Lake  Krie  are  Stanley,  Dover, 
T)tK<':s  ille,  S.iriiia,  and  Sandwich;  on  Ontario.  Toronto,  Hamilton, 
Kiiiuslon,  IJcUeviile,  ("ohom'Ui  Hope.  O.ikville,  and  Wliithy  ;  on  tho 
St..  Lawrence,  lirockville,  I'icscoti,  mid  (iananoiiue;  and  in  Lower 
Canad.a,  St.  John,  IMiillipshiiru,  and  Stanstead. 

The  population  of  Toronto  has  donhlcd  in  the  last  ten  years,  and  is 
now  -jO^OOO.  ILimilton,  now  eontainintr  11, 000,  has  heen  e(nially  pro- 
irrcssive.  The  imports  show  their  commercial  j)roi,M'ess  to  have  heen 
ci|iiidly  rapid;  and  there  can  he  little  doubt  that  in  Upper  C'anada  tho 
exj)orl  of  produce,  and  the  import  and  coiisimiplion  ot"  all  the  suhstan- 
tiid  and  necessary  products  of  civilization,  are  ;is  hiu;h  \h-v  head  as  in 
the  hest  a_uriciiltural  districts  ot"  the  I'niled  Slates. 

There  yet  remains  oik;  route  ol"  importation  to  l)i>  notii'cd,  'iz  :  via 
Hudson's  hay  and  Lak(!  Superior.  iXearly  one-halt"  ot"  the  imports  at 
Sault  Sic.  Marie  are  by  this  route.  It  is  impossible  to  say  what  may 
yet  be  done  in  this  ijuarter.     The  distance  trom  the  shores  ot  Su[)erior 


i 


Si'/ 


n 


1 


r 


ul 


t 


37G 


ANDRBWA*    RBPOnX   Olf 


to  tliosc  of  Hudson's  l)!iy  is  no  jirrc.ifcf  tli.in  tluit  brtwrrn  ihr  Hudson 
river,  ai  Alb;iny,  iirid  Ii;dv('  Kiic  .-it  Hiillidu;  .-nid  the  sra-roiilc  lo 
Biit;ijn  is  sliorlor  lliis  wny  tliati  by  llir  laUrs  mid  Mittiln-al,  New  York, 
or  IJoslori.  All  the  supplies  and  cxporlM  of  llic  Hudson's  Hiiy  Company 
nre  carried  l)y  sea;  and  altliouiili  llie  season  of  miviyalion  is  very 
limited,  yet  il  embraces  an  important  put  olllie  year. 

'I'lie  two  l()llo\vin^  tables  ar«'  imporiani  as  sliowinj?  the  imports  anil 
c>x|>or!s  inland: 

Vut'uihir  impoit*  (iirincipitl  artirlis)  into  Cmiiulu  Ivm  lit*    UniUil  SfaUs 

in  J«,01. 


Articles. 


Tun 


Cottiiti   iii;iiiiit;ictiirvH.  . 

WuolltMl.  .  .  .(lu 

l^Iarilwaro..  .<lu 

Woodnii-wiirc 

Miicliitii'ry 

lioOtH  ,'tlltl  ttllOOH 

Lciitlior  iiiaiuilii('tur<>!< 
Hul.'H 


LpiUlicr  (liimicd) 
Uil  (nut  pitlrii). .. 

Tupur 

Rico 

8uiriir 


.MoluH!t(>4 , 

Salt 

GlaH8 

Coal 

FiirB 

Silk  iiiiinufactiirvH. 
India  ruliliur.  .do. . 

Dyf'-sliifl'H 

Coflbt; 

Fruit 

FiHll 

Uni'iiiiinurati'd. . . . 


Total  valiio  ofdutiablo  importii  from  tlio  United  SlatcN  in  l^'il. 


Valiiu. 


*«!•:<,'.' 11) 
4li:<,N>U 
.')G.'),l:J4 
44(>,UUO 
:MH,M44 
53,7:24 

4:.',.''.It'^ 

47,;iMH 

l?!),'J04 

ia«j,y;w 

47,H()4 

:ij,'.);)G 
i!t,;cjo 

27H.4tJO 
1  !),'.>% 
7!),Hl«i 
l«,H'Jpl 
;}H,G.Vi 
44,'J(i4 
HU,7tiM 
:>.'!,  !ICO 
la.GHO 

IKJ.'JSH 

HI, 144 

7,.'i44 

;j,i>a-j,()44 


7,y43,3H4 


i 


1^1 


COr.ONIAT.   AND   LAKR    TRADE. 


377 


Hudson 
•roiiir  lo 
'W  York, 
'otnpiiny 

is  very 

xirtsi  anil 


(it  Sfafes 


Viilui). 


j,«!t;»,'Ji!) 
.'ig;.,1'J4 

44(i,'J(iO 
;UH,H44 
53,7-'4 
^'■.,7(;^^ 
4:2,. Wi 
47,:iH8 
b!),*J04 

47,HI)4 

2;h.4«() 
l"J,i>iM) 
7!),H|(i 
IH.H'JN 
:»H,GW 
44,i>(i4 
M0,7I)H 

ri.GHO 

HI, 144 

7,r.44 

;»,!li>-J,(l44 

7,y43,3H4 


EjciHtrlH  (jtrinniiiil  arlidrn)J'rovi  Caiutda  to  ihr  Uiiital  Slatr*  in  IH/il. 


Artii'li'^. 


ArIiin hurrrlti. 

Liiintirr li'Dt. 

Hhiiiji{luii 

(/'uttlu,  (il'iill  kiiiilN  iitiil  Ni'/.(M hend. 


llcirHRH do 

Wool IXiniKJH. 

Wlioat IiiimIii'Is. 

Flour Iiarri'li. 

liurlcy  and  ryv biiMlieU, 

ii(!iiiis  mid  |)CHH, do, , . 

OatH do. . . 

liiittcr <:wt. 

(ll^ffM lo/rns, 

Ununiiiiiurutod 


1 ^ 

_  --• — -    •—- — . — «, 

Quantity. 

Value. 

y,. '),'■.  1 

|(i.'i,!)!)U 
7(J«,«i'J8 

li;i,4IG 

1-J,:t74 

!>(»,7;)'J 

l'J,!IK) 

14(1, 17G 

;»,747 

1H.'>,H4H 

!(;;<,  (>44 

4I,W)« 

71)8,4110 

41)1, 71)0 

:)3l.!t78 

].1H1,4H4 

14(1.. "i.VJ 

7.'i,.'.9« 

'         K".,'J()(1 

4l,.'iHrt 

517,4(1.") 

13.^,71)8 

1       \\,:m) 

:i8,(i(i4 

474, 4H| 

;iH,()(w 

l.7(i.'»,G04 

Tiilal  vai'ii-  of  I'Xiiortst  Id  tlui  I'liili'd  Ht'ili'H. 


4,'Jii;>,084 


Tile  iilxtvc  rcldiii  is  tioiu  Cainuliiiii  ciisltiiiis,  aiul  i'xccc(l.«!,  in  the 
gr().><.s  value,  the  .'imouiil  of  iinporls  into  llic  Uriilid  Stairs  iVfm)  Canada, 
as  shown  by  tin"  IJnitrd  Siatt-s  customs. 

In  coiiclndin^  tlic  notice  of  the  iidand  trade,  the  ti)llo\vinii[  tal)les — 
showing'  tlie  nature  and  extent  of  the  "bonded"  export  and  import  be- 
tween Cinada  ;uid  other  coinilries,  made  inland  via  the  United  States, 
under  the   "drawback  law" — are  snbniitltd: 

Stutcmnit  s/i'iiriiii(   Cdiimluin  prniliict,  ^'c,  nci  Init  in  bond  nt  Stw  Yorh 

and  li'Kifon  in  1!^6|. 


Now  York. 


AiiidcH. 


Moston, 


Total  valuo. 


tjuaiitity.  Viiluo.       I    tjuantity. 

i  I 


\'ulup. 


Wlicat .  .  .  .l(iif.li('ls 
.    I  S  harrt'Ls.. .  . 

(  I'asi's , 

I  k<'UH , 

Buttnr..  }  tulis , 

(  liarri'lf. ... 
Wiiio \v.\ic> , 

i  caHcs , 

Furs.  ■ . .  ■]  |uiii<'!u'oiis  , 

f  caskn 

iv..s....5|'''7-'? 

(  Imslicls  ..  . , 
UneiiumoratiMt 


(!:.>.  5«3     ; 


\:,\ 


y..wi 


I 

Flour barrels L'.">(l,:t.".:]     i     JiHl(J,814  'JS,7();«  {.'.X^'jriG 

71-J.4(i:J  481, ','13     i         l-l.tiao  H.ti>JH 

•J.  (111(1       } 

i    \\       **•'•"  <,K..'«sictubH.  I  1        "4«'''    I 

li'ii   !       7.(;.')i    I I 

13     |i 
3    1^       «.347 I 

:»   !S 

f^     \\       3,m              2.815    I  1,082    j 

H,()S4      1  3.488    i 


Vaiiu' ;  1,427,093 


nil,  441 


4il..'i46,534 


The  fiiJIowiuL!:  .-^tatemenl  shows  iIk.^  value  of  u;oods  transported  in 
bond  lo  ('anada  trom  the  same  ports: 


378 


ANDIIEWS     REPORT   ON 


Articles. 


I 
viirn  i-K'iM  i 

. , I  Total  value. 

New  York,  i       Hostoii. 


Dry  goods 

Railroad  iron 

Sugnrt^ 

Book.s 

Prcsorvod  fniit 

Wino 

Ilardwaro 

Jowrlrv 

Hides." , 

Leather  niiiiiiitVicturcs  . 

Silks 

Cijf.irs 

Unoiiiiincratcd 


Total  , 


.       lti7,(MI)     '. 

'J7,77(> 
.!        ir,,!s:>(l    ,. 

]!t,r.l(i      ; 

Kl.du'K 

.!      ]:i,ir)8   I 
.'       1(1. yo()    . 

1!»,(I(I7 

iir),,vi4 

.       548,14:2 

I  ' 


|r)i8,:)r)7 
ii',(i7r) 

iCitJ 

"*i(;',7(i!) 

;2s.(i4G 

:i,i(;;j 

.'■.GO 

i:).38S 


$58.1, 4!>9 

It)H,5;j4 

107,(149 

ij.'{.381 

i.>8.7ia 

15.820 

;»{).a:jr> 
;to,:toi 

10.191 
13,718 
l(i,-JO(> 
19,345 
l-.'8,932 


590,771  I   1,138,913 


I 


Tho  grealrr  vitluc  of  \\iv  inipoits  is  miidt  tliroutrli  Boston  ;  hul.  of 
tlie  exports  through  New  York.  Whoiit  ;iu(l  Hour  form  the  principiil 
:irticlrs  of  boiulod  export.  The  t()llo\vinir  Hh(.)\v.>;  C;ui,'i(liaii  wheat  and 
lloiu'  r(>ccivr<l  and  cxpoikd  ai  New  York  tiir  the  last  lhr(H>  yrar.«i: 


Received- 


KxportcJ. 


Year. 


Wlicat. 


Klour. 


Wlieat. 


Flcur. 


I  1  i  I  ' 

(Jinntity.  Viilue.         (liMiitity.  i       \i»!uc.  Quan'it.v.  VhIiu-.         Qii;inlily.  '       Value 


/;»,./../.,  r-n-r-h.  .  r.'tfh.h.  ,    Jlm-.h-.   ' 

IMl) ;VJ(l,.')T4  fj:!2.2.Mi  'Jl",  IW  .      ♦7",'lll>          -JitT,::!!)'  f2It;,i!«9  |    •2aC,:;4:t  '  !li7r,7.S91 

:<)() 7'JH,.W:!  .'iill,7l.'i  •J->'.','J'ii        l,i«ll,'JI''  ,        (1(17, 1:)J  -U.'),:!!!  '.'.V.'.d:'?  >  !M1(;,,'>49 

K,! 712,'Hi;!  tsl.'Jl;!  •     i;:»(i,:l,Vi           Mil, -It'        .'.Kt.SCJ  ;!li1,'j:U  17.%!SI2!  0(l-.',(l>4 


Totiil..      l,7.'.6,.'»lil       l,2lNl7S       T«,0S4  !    'Ati6(i,tl'^       l,47>,(i(4       1,(i.tt,9H       (W8,7'."J  j      •J,!!:i7,l'24 


Articles. 


Wheat,  hiislifis 
Flour,  liirrois  .. 


Val( 


Totals  lit  thnr  ijiars, 

Rcoeived. 
(Quantity.      '         Value. 


lv\|)(irti'(l. 


(iiiantitv. 


1.75(;,.13(; 
743,()s.l 


<.l.-JlH,nrt 
;.'.(i(;i),44s 


1.478,704 


Value, 


|il,040.914 
:>.;W7,1',>4 


3.>7-<.(i:i(i 


The  liillowinn;  rdiuiis,  until  |Sli),  iiichidc  ihr  export  1o  Canada  ; 
alter  whieli  ;i  separate  account  w  ilh  Canada  was  kept,  and  ihe  last 
three  years  relia"  only  to  the  lower  colonies.  Jt  willhe  observed  tjiat 
sinei;  |(Sli)  the;  *' doineslie"  expoii  ji.is  decreased,  while  the  "  l()reign" 
(that  is,   Canada  lloui'  in    hond)  has  increased.      'I'hns  it    will  he   seen 


4 


COLONIAL    AND    LAKE    TRADE. 


379 


'otal  value. 


$.')Hr.,4!l9 

108,534 

107,(149 

ii3.381 

y8.712 

15.820 

3().925 

30,. 301 

10.191 

13,718 

1(;,-J06 

19,345 

1-28.932 

1,138,913 


I  ;  l»ut,  of 
principal 
he.'Jt  ill  1(1 

I  r.<; : 


fli.ur. 


.  I      Viilue. 

_i 


!»7Im  .  S91 
sk;"'.,  .'>49 

2,!W7,1'24 


VaiiH'. 


#1.040.914 
2.:)37.1'J4 


I 


ihat.  in  1849  ilic  United  States  lunii.slK'd  for  the  consumption  of  the 
lower  colonics  more  than  three  times  the  quantity  of  Hour  lurnLshed  by 
Canada,  and  that  in  two  years  thereafter  Canadian  /fowr  gained  the  a.s- 
cendenc;}'^ ;  but,  taking  wheat  and  flour  collectively,  the  supply  of 
bread.'^tufls  is  about  eciually  divided  between  tlu;  two  countries: 

Export  of  Jloiir  and  ivhcat  from  ihc  Unllcd  Slates  to  the  British  North 

American,  colonics. 


Tear  I'lidiiiif 
Juno  30 — 


I84()... 
1847... 

1848... 
1849... 
18,'i(»... 
1851... 


Domestic. 


Flour,  libJM.  Wli(!at,  bu.s, 


310,091 
•>7l».-J99 
l>74.aO(i 
294,891 
214,934 
200, GG 4 


.^.45,0(i8 
919,0.')8 
309.789 
;)05,383 
198.319 
21G,971 


Foreign,  (from  Canada.)!  Total  exports. 


Flour,  1)Ij1s. 


7,0.")4 

4.311 

39.723 

79,80G 


Wheat,  l)u;i.,  Flour, hbls.  Wlieat,buB 


2,703 


24,932 
24,259 


310,091 
272.299 
281,GG0 
299,202 
2.54,G.')7 
280,470 


545, 0G8 
919,0.')8 
312,492 
305,383 
223,251 
241,230 


Coiniiaratirc  cj-port  (f  Canadian  and  American  jlour  to  the  hirer  colonies. 


Year  endiiii;  .hiuu  .30- 


AMKItHAN.        I 


1H4G. 
1847. 

1848. 

1849. 
1H50. 
1851. 


Ildrrfh. 

310,091 

■J72.299 

274.20t; 

294, S91 

214,931 

200. GG4 


CA\ADI.\N. 

T 

TOTAL. 

Flour  by  scii.* 

Boinidod  via 
I'uitcd  States. 1 

-ikeu  by  lower 
coloiiit's. 

Hit)  rth. 
:t5,l,VJ 

liairih. 

Ihirrels. 
345,243 

(i(i.l95 

:t3S.494 

(i5.^3( 

79,492 

140,^72 

154,7GG 

7,4.')4 

4,311 

.39.723 

79,fiUG 

347,594 
:t7s,G94 
.394,429 
435,2.3G 

'  Year  cndinjj  December  31. 


Year  ending  June  30. 


liavinir  noticed  tli(>  sea  rmd  inland  trade  .separately,  a  summary  and 
c()ni|)aralive  statement  of  the  trailt>  of  Canada  with  all  countries  tor 
the  last  ihree  years  is  submitted.  The  value  of  exports  tf>  the  United 
Slates  titr  .KSol  is  here  taken  from  Canadian  returns,  in  order  to  com- 
])ari>  with  the  like  values  of  18-lLI  and  1850,  which  were  taken  from 
the  same  source. 


il 


Canada  ; 
I  ihe  last 
ivcd  lliat 
'  ti)r<'iu;n" 
I  be   <'{'vn 


380 


ANDREWS      REPORT    ON 


n   ! 


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COLONIAL   AND    LAKE    TUADE. 


381 


CO 

o 

QO 


In  nono  of  the  foregoing  imports  is  tho  value  of  railroad  iron,  &c;.' 
brought  via  Qurbec,  in  transit  lor  the  United  States,  included.  Neither 
do  the  exports  include!  the  valuo  of  sliips  built  at  Quebec  and  sold  in 
England. 

Tho  value  of  transit  goods  for  the  United  States  in  1851  was     $750,000 
The  value  of  ships  built  for  sale  at  Quebec,  3,900  tons,  at 
£9,  =£351,000 1,404,000 


2,154,000 
with  wlii(;h  addition  the  gross  trad<j  of  Canada  Ibr  1851  amounts  to 
«38,200,25f). 


o 


O 

o 
l- 


o 
to 


(71 


C 


THE    PUBLIC    WORKS    OF    CANADA. 

There  is  no  country  which  possesses  canals  of  the  magnitude  and 
importance  of  \hnsv.  in  Canada.  The  elevation  from  tide-water  to 
Lake  Ontario  (exceeding  two  hundred  leet)  is  overcome  by  seven 
canals  of  various  lengths,  from  twelve  miles  lo  one  mile,  (but  in  tho 
aggregate  (>nly  Ibrty-one  miles  of"  canal,)  having  locks  two  hi}ndred 
feet  in  length  l)etween  th'*  gates,  and  forty-live  leet  in  width,  with  an 
<!xcavated  trinik,  from  one  Imndred  to  one  hundred  and  i()rty  wide  on 
tli(!  water-surface  and  a  deptli  often  leet  water. 

From  Lake  Ontario  to  J^ake  Erie,  an  elevation  of  threes  hundred  and 
thirty  ll'ct  is  surniountenl  by  a  canal  twenty-eight  miles  in  length,  witli 
.•d)out  thirty  cut-stone  locks  one  hundred  and  lifty  feet  long,  by  twenty- 
six  iuid  a  half  leet  wide,  designed  l()r  propellers  and  sail  craft.  These 
locks  will  pass  a  craft  of  about  live  hundr(^d  tons  burden,  while  those 
on  the  St.  Lawreiiei^  liav(;a  capacity  iloiible  lliis  amount. 

The  total  cost  ot'this  navigation  may  hr.  set  down  at  twelve  millions 
of  dollars. 

The  St.  Lawrence  canal  was  de-iigned  for  paddU^-steamers,  which 
are  recjuired  as  tugs,  or  to  ascend  against  the  current  ;  but  from  the 
magnitudi*  of  tlii^  rapids  and  their  r(\gnlar  inclination,  the  aid  of  the 
locks  is  not  re(jnired  in  descending  the  river.  Large  steamers,  drawing 
seven  feet  water,  with  passengers  and  tlu;  mails,  leave  the  foot  of  liake 
Ontario  in  the  morning,  and  reach  the  wharv(\s  at  Montreal  b^' daylight, 
without  passing  through  a  single  lock.  At  some  of  the  rapids  there*  art; 
obstacles  preventing  the  descent  of  deej)lv-laden  cralt,  but  the  govern- 
ment are  about  lo  give  tli(,>  main  channel  in  all  the  rapids  a  depth  of 
ten  leet  water,  when  the  whole  descenditig  trade  by  steam  will  keep 
the  river,  l(\'iving  the  canals  to  the  asceiuling  craft. 

The  time  rc(|uire(l  l!)r  the  descent  of  a  ireiglit-steamer  from  the  head 
of  Lak(;  Ontario  to  Montreal  is  i()rty-eight  hours;  the  rates  of  freight 
have  rangeil  iVom  twelve  and  a  half  cents  (the  lowest)  j)er  barrel,  H)r 
Hour,  to  twenty-live  cents,  including  tolls.  The  upward  trip  recpiires 
about  sixty  hours,  and  the  freight  per  ton  ranges  from  $1  50  to  $3 
f()r  heavy  goods.  The  ruling  freight  on  railrf)ad  iron  last  year  from 
Montreal  to  (Ueveland  was  $2  50  \wv  gross  ton,  and  l()r  the  return 
cargo  of  Hour  thirty  cents  per  barrel,  tolls  included  in  both  cases. 

These  rate's  are  yet  lluctuating,  as  the  long  voyage  is  new,  and  an? 


382 


ANDREWS     REPOBT    ON 


SO  niucli  inlhicnccd  by  tho  ainount  of  up-c<iri?o  obtained  that  they 
raniiot  yet  b(;  considered  settled.  It  is  believed  that  tho  (reii^lit.  on 
flour  from  Lake  Erie  to  Montreal  (ineluding  tolls)  will  be  brought  down 
to  twenty  cents,  and  on  iron  up  to  $"2. 

'L'hc  construction  of  a  ship-canal  from  the  St.  Lawrence  to  L.ike 
Chinnplnin,  so  as  to  bring  the  propellers  of  Cliicngo  to  Burlington  and 
Wliiteh:dl,  is  now  engaging  the  consideration  of  tlie  Canadian  govern- 
ment. This  project  originated  with  the  Hon.  John  Young,  chief 
cotntnissioner  of  public  works  in  C;nuHl:i  :  and  there,  is  little  doubt, 
from  the  f;ivor  it  Ikis  received  from  iIk;  j)ul)lic,  tliiit  it  will  be  speedily 
necompli.-^luHl.  The  cost  would  (»nly  be  between  $^1,500,0U0  and 
S:^*,<)()0,(>()0,  ;md  ils  construction  is  iudispensuble  to  ])rotect  the  rev- 
einies  of  the  St.  LawriMici^  c;inal.s  from  lht>  competition  ot"  the  Ogdens- 
burg  iailro;id.  Th(^  conslruetion  of  such  a  work  must  produce  a  cor- 
responding enlargement  of  thf  i\orth(>rn  New  York  canal,  wiiereu[)on 
there  will  he  a  connexion  between  liake  Kri(>  anil  tide-water  on  the 
Hudson,  via  the  St.  Lnwrence,  which  mny  be  n;ivigiited,  without 
transshipment,  dowmi'ttid  in  four,  inul  ujucanl  in  live  days. 

The  i-eturns  ol" trade  on  the  Canadiim  canals  give  indication  ot"  de- 
cided and  satisliictory  progress  in  the  leading  articles  of  up  and  down 
freight.  The  receipts  ti)r  tolls  upon  tlu;  Wtdhind  canal  in  18/51  are 
thirly-fhree  per  cent,  higher  than  in  185U.  On  the  St.  Lawrence, 
[dihough  toniKiifi'  hiis  increased,  the  (nils  have  not — the  revenue  being 
Ikm'c  reduced  bv  rebat(Mn(Mit  of  toll  on  cargoes  which  have  passed  the 
Welland. 

J  down 


I  ne  toliowmg  shows  tiie  progn\ss  ot  icjuimg 
lreii>;ht  on  the  \Velland  canal  in'  18r>0  and  1851 


Doicu    Tradi:. 

Articles. 

Wl'.fat Imsliols. . 

Corn do .  . . . 

Fluiir Iiamtiti. . 

Coiil tons. . 

IlaiiiN,  liird,  (ind  lard  oil |iuuiul.s. . 


»1> 


If-tO. 


ia5i. 


.'»7.'>.  !»',>() 

;t'.l(!,4-iO 

.').().■).•) 


;).;)> 


•JO 


I 


4,:ti>fi.330 

w:),i7() 
H,4c<r.,l;.'0 


The  increase  is  greater  than  shown  by  these  figures — the  colunni  fi»r 
18.j()  being  the  whole  down  trade;  while  that  l()r  1801  shows  the  entrieg 
at  I'ort  Colborne  only — the  whole  down  trade  not  being  attainable. 

Up  trade. 


Arliflf's. 


1850. 


IS.'il. 


U 


'■mi- 


Riiilrond  iron pounds     ' 

Cii!-I  mid  wrought  iron  niiilsfiiid  npiiifs do.  . 

Goiusriil  iiii'rclmiidiso do.  . 

>Sii(r:ir,  iii(d;is,>(s,  luul  cotl'iio do.  , 

I'l^r  :iiid  Brrap  iruii do. . 


7.'i,K);),fJ4() 
i(;,4.^(i..t()ij 
i7,;i.'iM,()fso 

7.7SI,7(iO 
(;,G4H,.V20 


ir>(;,7^4,:<i20 

•J(i.  ()'.).•{,  7(iO 

'j»,ti(i4,;)'jo 

14,5I'J,C80 


mt  tliey 
ci^lit  on 
ifht  down 

to  L;ik<' 
glon  <ind 
I  covcin- 
iig,  chiel' 
:le  doubt, 

sprcdlly 
,000    and 

llif  rrv- 

■  ( >n;il('ns- 

!(;<•  :i  <-or- 
licrt'iipon 
vr  on  llii' 
,    williout 

ion  ol  (!•"- 
iind  down 
1851  are 
^awifnce, 
nne  being 
jassed  tlic 

;ind  down 


1851. 


l,;t2fi.33G 

i,.'i5:<.Ki(» 

5v>.'i,l"ll 

(i,4(i'J 

,4f*5,l:iO 


()hniin  i()r 

111-'  I'Mllici 

inablc. 


1.S51. 


l;.(i,7^^4,:t'JO 

•j(;,(i;t;<,7(iO 
'j»,(i(i4,:)'iO 
I'.t.  :<:.(),  njo 

14,51'J,G80 


COLONIAIi    AND    LAKE    TRADE. 


383 


The  gross  lolls  roccivcd  from  the  WcUand  canal  in  1850  were  $151,703 
Do do do 1851 200,000 


.ST.    LAWIIKNCE    CANALS. 


'I'lic  i.'omp.irativc  niovement  of  leading  articU.'S  on  tlirsc  canals  tor 
1850  ;iri(l  1851  was  as  t<)llows: 


D')W)i  trade. 

Articles. 

i 

1 

185U. 

1851. 

Flour 

,, , , , bnrrolH. , 

G4:j,:).vj 

415.510 
75,480 

731,413 

Wlioat 

054,731 

Corn 

tlo 1 

r^2,310 

Uj)  (nidi . 


Article 


1850. 


1851. 


lluilroiid  intii jiouiuls. .'  3'.),  179,840 

l'i<f  iiml  Kcrup  iron di I  i.''J,077,440 

Wroiijrlii  iron  najlH  and  s|iii(cs do. . . .'  'ill. 74'.', 400 

tStonc,  fjliiss,  and  oartiicnwiirc do. . . .'  4,070,040 

Coal toiiM.  .  L'^i^'lJ;^ 

General  nicri'liandim' poundn. ,  iVo  retnrn. 


Gl, 900, ICO 

25,.')27,010 

5,7:i3,83S 

•J.4G8 

:28,913;9i'0 


V(^sscls  whicli  i>;is^i'd  the  .scvfrai  ciinalr,  during  the  yciir  1851: 

IJii/ish. 


Welland  canal 

St.  l.awriMicc  canal 

CliUMihly  canal 

ltiirhn>;tiin   It.  canal 

St.  Anne  'h  luck 


15,454 


Toanajie. 


TolU. 


3G3,'J-J1 
505.197 

81,594 
3811,  G49 

99,5Gl 


=fl,(i-J8 

1,447 

193 

i>30 

309 


1,430.17:2 


3,80a 


American. 


Widland  canal. 
St.  I.awrcni'u  < 
(<lianil>lv  <  anal . 


anal. 


liurl 
St.  A 


merlon 
nnii's 


I!.  CI 
lock 


'j,3;iG 

y7t) 
210 


Gl 


Tonn 


Tolls 


409,402  ! 

21,013  ! 

!i,147  i 

101. 2G1  i 

2,^'4G  I 


.f2,43G 
G4 

a7 

61 


3,420 


553, GG9 


,598 


:!! 


• 


f 


!il|i 


¥ 


384 


ANDREWS     UEPdRT    ON 


Tctnl  British  and  fbrcign— 18,874  vessels;    1,973,841  tons;    loll, 
£G,4()7. 

Tho  total  movemcnit  on  the  canals  for  1851  iunl  tlnco  years  prcivious 
is  as  Ibllows : 

Wdlaiid  canal. 


TonH 

PaHSOIlgOIH 

Tonnago  of  vessels. 


1848. 


:U)7.Gll 

:J,4t<7 

37a.8:).l 


1841). 


18:)0. 


1851. 


3  Jl, ;");)« 
46d,410 


:u)!i,fii)() 

I.IKIO 
.VH.IOO 


(ii)l,fi37 

4,758 

77-J.(JJ3 


•SV.  lAtirrtiii-f  canal. 


184!?. 


1841). 


1850 


1,^51. 


Tons 

Paasenirors 

Tonniiije  of  vfissilH. 


I(i4,fi-J7  ; 
i!,(t71  I 
5,ti48  I 


i2J:i.i-):j 

i>(i,!l!)7 
5,448 


^.>^^^•,ltl.■l 
35,!)3i>  ! 
G.IG!)  ' 


l.")(1.4()() 

;j;i,4(i7 

li,'J34 


Cliambhj  canal. 


1848. 


184i). 


1850. 


1851. 


Tons 

Fa>seMioers_. 

ToiiiiiiiTO  ol"  vt'ssels. 


n.N'i5 

77,',M(! 

10'.). 040  ' 

lll).7-J(i 

•  470 

N.43U 

',>7S  ' 

l.hdO 

G5i) : 

l.'JU4 

^'..•^7H  ' 

1 . 7-J7 

^ „^.. 

-_-   ^-., 

J_  _, 

Tlx' receipts  of  1801  w.rc  .ilTG.^lO;  .xp.nse.s  X  12,2.^0.  Of  the 
gro.'^.'^   lolls  the    Wcllniid   prnducid    i,'48,"J41,    ;md    the    Si.    Lawri'iice 

l\\]i  ;i  uiM.st  decided  prnof  of  ilic  sii<c(  ss  of  the  (l;m;i(li;iii  t-;iii;ds  is  lo 
be  lliiiiid  in  the  Ircfincnt  ;ind  iinporinnt  rcdiiclions  wjiii-li  li;i\c  btm 
riKidc  ill  llic  lolls  of  llic  Kric  (mu.'iI  .'-iiicr  KS4o,  the  year  in  wliicji  the 
rid.'iriicd  Welhiiid  e;iii;il  lir.-l  came  info  .sciious  conipctilioii  willi  ihc 
route  tljj-oiinli  iJillKilo.  'I'he  policy  of  the  Stiite  ol' .\e\v  York  li;is  been 
not  onlv  lo  obtain  the  bime.st  pi).<sible  icvi  nue  fiotii  In  r  e;iii;ils,  bill  :!ls() 
to  protect  lii'r  own  niniinfieluies  ;iijd  products  .•ij,';iiii.-t  ei)iiip(  tilioii  Ironi 
oilier  (punters ;  and  this  slu'  lias  bren  eiiablid  liiibcilo  most  elii'ctii  illv 
to  aeeoniplish,  by  levying  disc  i  imiiialinir  tolls.  Tims  liireiirn  salt  was 
e.vcludfd  lidin  the  westi  in  States  by  a  raleoft(tl[  about  twice  its  whole 
value.  Tlie  toll  upon  this  ailielein  IcSd-O  was  tlilce  cents  per  l,0()Ulbs. 
[)er  mile,  or  $21  1^  per  ton  of  2,(K)0  lbs.,  (about  t/mr  dollars  per  bar- 
rel;)  while  the  toll  ujion  iN'ew  N'oik  State  s.ilt  was  only  one-thirteenth 
part  ol'  thai  upon  the  ti)reiLj;!i  ailicle,      in   KS4(1,  (tin'  lirsi  year  after  th<- 


COLONIAL  AND  LAKE   TRADE. 


385 


ns; 


11.11, 


prcv 


aous 


ih:»i. 


4,758 
77;),G:.'3 


l,-^.-,!. 


.l.')(t,4(H) 
;U.4(t7 


ix,-)!. 


iio.7-j(; 

1.7.i7 


(i.     of  the 

riiiiitls  is  l(» 

li;i\f    btcll 

which   tilt" 

)U   svilli  the 

ik  hiis  hffii 

lis,  1ml  mIso 

lilioii  tidiii 

clli'ctirilly 

r\\  s;ill  \v:is 

(■(■  its  wIidIc 

r  1,000  lbs. 

lis  per  l);ii- 

c-ihiiti  <'iitli 

'jir  litter  Uif 


opening  of  the  enlarged  Welland  canal,)  the  tolls  on  foreign  salt  were 
reduced  one-half,  and  a  still  greater  amount  on  New  York  Slate  salt. 
The  next  year  a  further  reduction  of  thirty-three  per  cent,  took  place ; 
and  in  1850  the  toll  was  again  reduced  one-half,  so  that  it  is  now  only 
one-sixth  the  rate  charged  in  1845  ;  but  it  is  still  subject  to  a  tax  five 
times  as  great  as  that  paid  by  New  York  State  salt. 

In  like  manner  railroad  iron,  in  1845,  paid  a  loll  of  nine  mills ;  in 
1846  this  was  reduced  to  five  mills ;  in  1850,  to  four  mills ;  in  1851,  to 
two  and  a  half  mills ;  and  in  1852,  to  one  and  a  half  mill.  Almost 
every  other  article  of  heavy  goods  and  merchandise  for  up-freight  has 
likewise  undergone  frequent  and  heavy  reductions  in  toll  on  tlio  Erie 
canal,  since  the  Welland  and  St.  Lawrence  came  into  competition 
with  it. 

In  the  down  trade,  flour  and  wheat  have  been  reduced  thirty-three 

Eer  cent. ;  corn  and  oats,  from  four  and  a  half  mills  to  two  mills  ;  pork, 
aeon,  lard,  and  lard  oil,  from  four  and  a  half  mills  to  one  and  a  half 
mill ;  beef,  butter,  cheese,  tallow,  beer,  cider,  vinegar,  from  f()ur  and  a 
half  to  three  mills.  Almost  every  other  article  of  down-freight  has 
undergone  like  reductions.  Likewise  the  discrimination  in  favor  of  pot 
and  pearl  ashes  and  window  glass  manufactured  in  New  York  Stale  has 
been  abandoned ;  the  State  retaining  only  a  discriminating  toll  against 
salt  and  gypsum  from  other  States  or  countries. 

There  can  be  no  question  but  that  the  whole  western  country  would 
have  been  annually  taxed,  boih  upon  their  exports  and  imports,  a  much 
larger  amount  than  is  now  paid  by  them,  in  order  to  swell  the  revenue 
of  the  Erie  canal,  had  it  not  been  for  the  healthful  competition  of  tlie 
Canadian  works.  As  an  example  :  the  reduction  in  the  tolls  on  railroad 
iron  since  1845  amounts  to  S5  44  per  ton  of  2,000  lbs.  The  amount 
of  this  iron  which  reached  Lake  Erie  in  1851  was — 

By  Erie  canal  to  Buffiilo 4(),87G,427 

By  Welland  canal  to  Lake  Erie 150,784,320 

203,660,747 

equal  to  101,830  tons  of  2,000  lbs.;  and  the  reduced  toll  on  this  one  ar- 
ticle would  be  $553,955  20.  It  has  been  estimated  by  the  late  Hon. 
Robert  Uantoul,  jr.,  M.  C,  thiU  the  northwest  will  re(]uire  100,000  tons 
of  railroad  irou  per  annum  flir  the  next  five  years,  upon  which  they  will 
now  pay  more  inan  half  a  million  of  dollars  less,  m  tolls  alone,  than 
tliey  would  have  paid  before  the  enlarged  Welland  canal  was  opened. 

Again  :  over  220,000  tons  of  wheat  and  flour,  and  150,000  tons  of 
corn,  from  western  States,  were  shipped  eastward  from  Buflalo  in  1851, 
the  reduction  on  the  toHs  of  which  amounts  to  $512,830  from  the  rates 
of  1845 ;  besides  some  185,000  tons  of  wheat  and  flour,  and  40,000  tons 
of  corn  which  passed  down  through  the  Welland,  to  the  most  of  wiiich 
the  reduced  toll  should  be  applied. 

Thus  the  eastern  States,  in  their  imports  of  three  articles  from  the 
West,  as  well  as  the  western  ones,  in  their  import  of  one  article  from 
the  East,  have  each  obtained  a  reduction  of  transit  dues  amounting  to 
over  half  a  million  of  dollars,  which  is  mainly  to  be  ascribed  to  the 
construction  of  the  ship-canals  of  Canada. 
25 


'i 


\n 


m 


if 


It  f        I 

P  i  \   '     ': 

I  ' '    -i 

1  :  :  .i    ; 

38G 


ANDREWS     REPORT    ON 


Ag'iin  :  tho  tolls  on  tli(>  Erio  canal  upon  lobncoo  mr  linn-  tinirs  gro!:> .  t 
if  "gniiirr  yVom  tide-water"  than  it"  "going  towanr  it,  by  wliicli  |M)licy 
it  is  hoped  to  draw  this  article  from  the  lower  Ohio,  Missouri,  &c.,  to 
the  east<'rn  States  and  the  seaboard  through  this  canal.  This  discrim- 
ination in  direction  has  been  al)andoned  in  respc-et  of  oilier  articles, 
and  will  (bllow  with  tobacco,  because  no  sin)ilar  distinctions  are  made 
on  the  Welland. 

The  auditor  of  the  canal  department,  in  his  report  on  the  tolls,  trade, 
and  tonnage  iJ)rliS-0(),  bears  the  tijjlowing  evidiiice  to  the  inlluenee  of 
the  Welland  canal : 

"The  diversion  of  W(\stern  trade  from  Fjullido  to  Oswego  has  also 
considerably  alleeted  the  revenue.  While  there  has  been  o(),475  tons 
less  of  this  tiadc  entered  the  canal  at  liiiffiilo  in  J.SoO  than  in  1849,  the 
western  tonnage  coming  in  at  Osunro  has  i/icrcasnl  by  dl,(i()4  tons." 

The  State  engin(>er  of  New  York,  in  his  report  of  J''<bruary,  1851, 
urging  the  necessity  of  the  eidargement  of  the  Krie  canal,  says  that  its 
full  capacity  will  be;  reached  in  lii!')2,  and,  atier  remarking  that  the 
cost  of  transport  is  on(>  and  a  half  cent  per  ton  per  mile,  says,  "There 
are  lines  of  eommunic:ation  now  built,  and  in  progress  of  construction, 
which  can  take  freight  at  fi  chctiptr  latc;^^  and,  alter  alluding  to  the  Og- 
d(Misburg  railroad,  he  says,  "lUit  there  is  anotlK-r,  and  L  apj)reheed  a 
still  cheaper  route,  Ay  wi/frr  to  Lake  (^ham|)lain,  soon  to  come  into 
competition  a/  thr  Smlli,  which  will  produce  as  ch(';i|)  oi'  elieapiT  rates 
to  Doston  than  the  above.  The  licight  by  ll)at  route  alloat  on  hake 
Champlain  may  (ind  cheaper  trans|)ort  to  New  York  than  to  lioston. 
It  will  ni>(  pass  through  the  Krie  canal,  aiul  will  be  diverted  irom  Al- 
bany by  cheaper  routes."  Lastly,  he  says,  "Canada  and  IJoston  have 
not  yel  peril  'ted  all  their  works.  All  will  soon  have  their  whoh;  ma- 
cliin(  ry  in  motion.  Their  j)lans  art;  not  the  |)roduet  oi  blindness  or 
I()lly — they  are  the  n'sults  of  good  judgiii'  nt  and  a  ju.-t  ajjprix'ialion  of 
the  great  b(toii  sought  and  the  best  means  of  attainment." 

The  ellt'ct  of  the  Canadian  navigation  on  the  imports  of  western 
States  is  ascertained  bv  the  5(  ,()()()  tons  of  iion  (Ami'iican  property) 


imp  .rted  last  year  via  (jiicbe 


The  laru^c  aiiiouu;  of  tonnage  entering 


Quebec  in  ballast  in  (juest  of  timber  will  bring  in  coal,  iron,  slate,  salt, 
and  other  heavy  articles  at  about  half  the  rates  now  charged  on  these 
articles  to  New  York.  While,  tlieretJ)re,  oecjm  freights  inward  are  so 
much  less  than  at  New  York,  the  abundance  of  timber  enhances  all 
other  iieights  outward  to  more  than  double  that  from  New  York.  The 
position  of  the  two  |)orts  is  revers<'d  :  it  is  the  outward  voyage  which 
pays  at  (Quebec,  wliih;  at  N(-'W  York  Hour  has  btnai  carried  uut  l()r  six 
pence  sterling  per  barrel  to  Liverpool. 

When  the  elKict  of  the  rej)cal  of  the  navigation  laws  brings  more 
vessels  into  (Quebec  than  are  re(|uire(l  t()r  timber,  outward  ireigiits  trom 
the  lakes  may  pour  down  the  St.  Jjawrence,  and  tin;  rates  of  Ireight 
come  down  to  a  slantlard  which  will  make  the  whole  cost  of  shipincnt 
from  the   lakes   to  Europe  via  the  St.  Lawrence  as  liivorable  as  via 


New  York. 


COLONIAL  AND   LAKE   TRADE. 


387 


ipsgrni  >. t 
ic;li  policy 
li,  &c.,  to 
s  tliscrim- 
r  iuliclcs, 
nre  muclo 

)lls,  trade, 
lilut-nce  of 

;o  has  also 
;t;,475  tons 
1  1849,  the 
')\  tons." 
ii.ry,  1851, 
;iys  that  its 
\pr  that  the 
ys,  ''There 
tnstruetion, 
ir  loilie  Og- 
j)|)rehci'(l  a 

come  into 
iciiper  rates 
III  on  Lake 
I  to  lioston. 
<(1  from  Al- 
io.Hlon  have 

\vliol(!  ma- 
hlinchiess  or 
)rrfiation  ot 

of  western 
11  property) 

;r  entering 
,  slate,  salt, 
;rcl  on  these 
ward  are  so 
■iihanet;s  all 
York.  The 
)vat^e  which 
I  out  l<)r  six 

)iings  more 

itiglits  from 

of  ti-eight 

of  shipment 

irahle  as  via 


THE    MAODALEN    ISLANDS. 

This  group  of  islands  occupies  a  prominent  position,  almost  in  the 
centre  of  tin;  (julf  of  St.  Lawrence,  and  directly  in  the  track  of  vessels 
hoiuul  up  tlu'  gulf  fi)r  Quehijc.  Including  the  Bird  and  Brion  islands, 
which  evidently  l<)rnj  part  of  the  grou{),  the  whole  length  of  the  range 
is  about  fifty-six  miles  in  an  east-northeast  direction. 

Amherst  island,  the  most  soutlu-rn  of  the  chain,  is  nearly  oval,  nearly 
six  miles  in  length,  and  three  and  a  half  in  extreme  width.  Its  harhor 
is  tlu!  best  in  the  chain,  with  a  narrow  hut  straight  entrance,  over  a 
soft  oo/e  bar,  lor  vessels  drawing  eleven  to  twelve  teet  water.  This 
island  is  eighteen  leagues  northwest  of  Cape  Breton;  the  same  north- 
ward of  I'riuee  Kdward  island.  It  is  thirty-six  leagues  iiom  the  nearest 
point  of  Newtiauidland,  seventy-live  leagues  Irom  the  French  settle- 
ments at  St.  I'ierrt!  and  Mi([uelon,  and  one  hundred  and  eighty  leagues 
eastward  of  (^u(  bee. 

Th(^  central  portions  of  the  Magdalen  islands  rise  into  hills,  varying 
from  two  hinidied  t(»  five  hundred  and  eighty  ll^et  above  the  sea,  their 
tops  are  round(Ml.  On  the  sides  of  lliest;  hills  are  l()un(l  stratified  de- 
posites  of  sandstones  and  ochreous  clays,  with  gyj)siun  iu  the  hollows 
and  basins,  and  also  occasionally  in  veins. 

The  water  of  many  springs  and  rivulets  is  so  salt  as  to  be  unfit  l()r 
use;  and  although  rock  sail  has  not  yet  been  l<)Uiid,  yet  it  is  believed 
to  exist  in  these  islands. 

The  gypsum  l()rms  an  article  of  export.  On  ()n(^  of  the  group  it  is 
found  of  exceeding  fine  (juality,  and  very  while,  approaching  to  ala- 
baster in  purity. 

The  principal  dependence  of  the  inhabilanls  is  upon  the  cod  fishery, 
although  they  also  prosecute  the  herring  and  seal  fisheries  to  some 
extent. 

There  are  at  present  upon  these  islands  about  two  thousand  inhabit- 
ants, the  majority  of  whom  are  French  Acailians. 

Till!  fisheries  around  the  Magdalen  islands  are  very  excellent,  and 
aflord  a  prolilable  return  t(»  the  industry  of  those  who  proseeute  them. 
If  arrangements  wert!  entered  into  by  wiiieh  our  eiti/ens  could  have 
the  right  of  selling  up  fishing  stations  on  these  islamls,  and  of  prose- 
touting  the  various  jaolilie  fisheries  in  tlie  surrounding  seas,  it  would  be 
of  very  great  advantage  lo  lln;m,  and  open  a  wide  field  fitr  their  energv 
and  enterprise".  They  would  also  gain  the  early  and  late  fisheries, 
from  which  they  are  now  debarred,  whose  advantages  have  been 
already  mentioned. 

These  islands  were;  fi)rmerly  attached  to  the  government  of  New- 
foundland, but  at  present  they  are  under  the  jurisdiction  of  the  Cana- 
dian government.  The  whole  group  was  granted  by  the  British  gov- 
ernment to  Admiral  Sir  Isaac  (yoflin,  \i.  N.,  fi)r  distinguished  services; 
by  him  they  were  becpiealhtMl  in  strict  entail  lo  his  ni-pliew,  ('aptain 
John  Townsend  C'oHin,  R.  N.,  the  present  propriilor,  and  to  his  heirs 
male  lt)rever. 

The  valii(>  of  the  various  products  of  ilu>  fisheries  exi)orlrd  iVom  the 
Magdalen  islands  iu  1848  was  l$J2-l, 000 ;  but  it  is  believed  that  this 
did  not  include  large  (juanlitics  of  such  j)roduct3  curried  off  iu  fishing 


I 


,:' 


i! 


I 


If 


388 


ANSRBWS'   REPORT  ON 


vessels  not  cleared  at  the  custom-house.  But  even  the  amount  men- 
tioned is  quite  large  as  compared  with  the  population,  and  furnishes 
K roof  of  the  bountiful  abundance  of  the  fisheries  in  the  vicinity  of  the 
[agdalens,  which  need  only  the  preserving  industry,  energy,  and  skill 
of  our  fishermen  to  be  rendered  a  mine  of  wealth. 


4 


*  V 


COLONIAL   AND   LAKE    TRADE. 


389 


M 
U 

o 


o 


1 

s 


J 


s 

e2 


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No.  4. — Statement  showing  the  value  of  exports  from  Canada,  at  each  port, 
in  1851,  unth  the  coutUries  to  which  exported. 


Total  value. 

EXPORTED  TO — 

Ports. 

Gt.  Britain. 

3.  N.  Ameri- 
can colonies. 

U.  States. 

Otlier 
countries. 

$79,408 

21,428 

147,368 

132,360 

31,196 

7,528 

71,612 

944 

201,852 

356,072 

29,960 

151,404 

85,164 

31,276 

3,264 

3,992 

365,252 

100,408 

421,016 

2,088 

122,880 

776 

3,736 

17,808 

28,444 

21,268 

53,480 

39,836 

45,844 

271,116 

327,368 

22,884 

201,164 

70,648 

3,592 

$79,480 

21,428 

147,368 

132,360 

31,196 

7,528 

71,612 

944 

181,268 

317,296 

29,960 

151,404 

76,416 

31,276 

3,264 

3,992 

3.53,248 

100,408 

421,016 

2,088 

122,880 

776 

3,736 

17,808 

28,444 

21,268 

53,480 

39,836 

45,844 

85,304 

327,368 

22,884 

201,164 

70,648 

3,592 

jJath   

RAllnvitIn      

Credit     

$20,584 

$11,160 

$27,616 

IDarlififfton  ............< 

8,748 

Fort  Erie 

Orn.f\nn    ............... 

T4n.niiIton  .............. 

12,004 

Oakville 

Owpii'fl  Sound .......... 

Ponetangiiisliene 

Quccnston 

R.ondon.11 ...■. 



Rown.li ... 

Siindwicii 



Sariiin. ... 

Stanley 

185,408 

404 

^Toronto 

Whitby 

M aitland 

10,236 
8,824 
4,132 

12,944 
6,320 

24,008 

32,960 

10,236 
8,824 
4,132 

12,944 
6.320 

24,008 

32,960 

Coteaii  dii  Lac 

DickeuHon's  Landing, . . . 
Dundee 

IMariatovvn 

Prescott 

llivi?re  aux  llaiRins 

St.  Regis 

6,292 

488 
16,296 
15,452 
11,180 

4,308 

27,. 500 

2,503,916 

88,968 

6,292 

488 
16,296 
15,452 

11,180 

4,308 

27,500 

272,416 

88,968 

Clarencevillo 

Frelighsburg 

Hereford , 

Hommingford 

Huntingdon 

Lacolle 

Montreal 

1,470,772 

480,728 

280,000 

PhilipBburg 

Potton 

StanHtead 

40,128 
905,276 

40,128 
905,276 

St.  John 

Sutton 

Quebec 

5,623,888 
43,196 

4,888,0^4 

353,056 

19,4;)2 
43,196 

363,396 

Nananee 

it  ii 


4 


I 


394 


ANDREWS      REPORT    ON 

STATEMENT— Continued. 


Ports, 


Beauce 

Kl<rill 

Wallar''l)iir^- 

Briicp  MinoH 

Gaspo 

Now  Cariisln 

Sanlt  Sio.  Marie. 

New  f'n-'li> 

Stniiiford 

Milfonl 

Boiid  I  lend 

Russelltuu-n 


Total  value. 


4,784 

fii,r)(i4 

(57, 044 
141,740 
80, 100 
]0.^>30 
12..51t! 


ExpoftTED  ro- 


ot. Britain. 


B.  N.  Ameri- 
can colonics. 


U.  Slates. 


^i2H,4:t() 
27,<)G8 


$10,.1!l(! 


$6,410 

4,7^4 

61..'ifi4 

G7.<i41 


lO.'i'JIl 


Oilier 
countries. 


$101,984 
44,540 


10,480 


10,480 


.•i,9!)3 


.').i)!}-2 


Total '  13.2G',>,.'}76  ;    C.4:)r..844  ^     1,0(J0,.'',44  |    9. 030. 30(1 


826,688 


The  returns  of  oxpdrls  from  inland  ports  to  otlior  countrio!*  llian  tlio  United  States  are  very 
(ioul)tt'ul.  None  are  reported  from  Tiironto,  tiio  larnoHt  inland  ]>orf.  Witli  respect  to  the 
route  of  sihIi  ex|>orts,  it  in  premnued  they  were  made  via  the  St.  LawrtMiee  :  in  whirh  rase 
thev  should  he  ineliidt'd  in  those  of  Montriial  orQnehee.  Hut  as  these;  exports  were  ohtaincd 
fron\  the  liead  otlieo,  it  i.s  to  he  interred  that  they  arn  direet  exports  from  inh.nd  ports  not 
included  elsewhere.  It  is  possihie  a  portion  of  them  may  have  Iwen  cxpurti d  inland,  in 
bond,  tlir(jui>h  the  I  nited  States,  although  all  such  exports  are  said  to  be  reported  as  "  to 
tlio  Lnited  States." 

TIIOS.  C.  KKEKKll. 

Mo.srRi*!.,  .l/i/y  1,  1852 


\mh 


COLONIAL   AND   LAKE    TRADE. 


395 


No.  5. — Comparative  statement  of  imports  inland,  via  United  States,  with 
imports  Li/  sea,  via  St.  Lawrence,  1851,  distinguishing  the  principal 
articles. 


Other 
countries. 

fi 

4 

4 

4 

1 

» 

ijil0l,984 
44,540 

ft 

1 

T 

) 

8:26,688 

I  at  OS  am  very 
rcspcrt  to  the 
in  which  case 
iviTc  obtained 
11(1  porfH  not 
I  (I  inland,  in 
iirtud   aB   "  to 


Articles. 


Tea 

Tuhacco 

Cotton  nianutactures.. 

Woolen. . .  .do 

Hardware .  .do 

Wooden  ware 

Machinery 

Boots  and  shoes 

Leather  manufactures. 

Hides 

Leather,  tanned 

Oils,  not  palm 

Paper 

Rice 

Siiijar 

Molasses 

Salt 

Glass 

Coal 

Furs 

Silk  tiiaiiiir:ictiires. . . . 

India  nililior  d(j 

Dyestiitl's 

CoflVe 

Fruit 

Fish 

Unenunierated 


SEA. 


Montreal 
and  Quebec. 


Goods  in  transit  for  the 
United  States 


$1. '52,556 

18,9:24 

2,218,364 

1,719,872 

1,237,340 

11,612 

6,764 

6,512 

26,196 

1,164 

46,312 

135,440 

53,180 

12,. •196 

586,604 

60,968 

23,792 

77,124 

101.176 

82,116 

401,904 

156 

38,916 

13,6.32 

.53,.'^i.W 

71,260 

4,l.V.»..'-)80 


11,317,412 

755,5S8 


Direct  at  in- 
land ])ort8 
from  sea. 


12,073,000 


$15,528 


799,968 
581,944 

389,868 


88 

.356 

26,960 


128 

268 

12,048 


125,804 


2,188 
1,136 


7,916 

5,. 588 
233,168 


752 

940.608 


Total  sea 
imports. 


$168,084 

18,924 

3,018,332 

2,301,816 

1,627,208 

11,612 

6,8.'i2 

6,868 

53,1.56 

1,164 

46,440 

1.35,708 

65,228 

12,396 

712,408 

60,968 

25,980 

78,260 

101,176 

90,032 

407,492 

233,. 324 

38,916 

13,632 

54,. 304 

71,260 

5,100,188 


Inland  im-  JTotal  imports 
ports  via  >  h}'  sea  and 
U,  States   I     inland. 


#893,216 

403,860 

565,124 

439,260 

318,844 

53,724 

85,768 

42,592 

47,388 

89,204 

126,232 

47,804 

32,996 

19,600 

278,468 

19,296 

79,816 

18,828 

38,6.i2 

44.264 

8(1, 7  6H 

53,960 

12,680 

116,988 

81,144 

17,544 

4,780,372 


$1,061,300 

422,784 

3,.''>83,456 

2,741,076 

1,946,052 

65.336 

92,620 

49,460 
100,544 

90,368 
172,672 
183,512 

98,224 

32,316 
990,876 

80,264 
105,796 

97,088 
i:)9.828 
134,296 
488,260 
287,284 

51,. 596 
130,620 
135,448 

88,804 
9,880,560 


3,144,316     14,461,728 

I 

755,588 


3,144,316 


15,217,316 


8,788,712  I     23,250,440 
7.55,588 


8,788,712       24,006,028 


Tlie  larijn  amount  of  "  nnenumeMtcd"  values  renders  this  statement  hut  approximate,  be- 
caiisi'  the  I'tiumcration  of  sea  imports  is  much  fuller  than  those  inland,  where,  at  some  jiorts, 
no  enumeration  of  articles  is  made. 

THOMAS  c.  kki:fi:r. 

MoNTBEAi.,  .-Vay  1,  1852. 


396 


ANDREWS     REPORT   ON 

No.  6. — Valtie  of  direct  imports  from  sea  at 


Arttclei. 

1 

1 

f 

1 

a 

a 

1 

a 

K 

1 

•e 

a 

i 

& 

.2 

! 

Tea 

t7,628 

Tobacco  

Cotton  manufdcttirp.   . . 

12,220 
4,804 
1,172 

$804 

888,960 
269,788 
177,866 

$782 

2,716 

44 

Woollen  niiLnufiicture. . 

t880 

$9,068 
6,500 

Hardwuro 

$10,680 

Wooden  ware 

Machinerv 

12,960 

Hides 

Leather,  tanned 

6,620 

428 

Rice 

t640 

200 



1,660 

68,076 

2,288'<lio.7iQ 

608 

Salt 

680 
686 

Glasa 

Coal 

.    . 

Furs 

3,2is6 

1,408 

12 

1,164 

118,168 

Fruit 

462 

Figh   

Cnenumcratod 

li2S 
T68 

8,612 

4,772 

182,784 

$280 

112 

160,464 

1,820 

96,404 

8,044 

$170,264 

Total  value  by  Ma. .. 

P80 

14,916 

16,912 

82,784 

280 

928  1,178,892 

18,604 

106,868 

8,228 

170,264 

The  above  statement  U  desigaed  to  show  the  principal  articles  wlilcb  are  Imported  direct  from  tea,  at  Inland 
Montreal,  May  1,  1853. 


i 


from  8ca  at 


1 

o 

1762 

2,716 

44 

2       R08 

.    1,164 

2 

4    8,04^ 

•170,264 

18    8,22i 

«    170,26' 

' 

COLONIAL  AND  LAKE   TRADE. 

inland  ports,  via  the  St.  Lawrence,  in  1851. 


om  lea,  at  Inlaad 


'Imported  Tia  Iludsou's  Baf . 
ports,  the  namei  of  the  port«,  and  their  comparatlre  importance  in  this  trade. 


397 


d 

1 

& 

1 

1 

1 

.! 

£ 

•? 
^ 

1 

O 

1 
t 

48 

Si 

1 

$3,000 

$16,629 

408,000 
288,000 
188.000 

I860 
788 

$8,872 
1,096 
6,716 

709,968 
681,944 

6,804 

889,868 

88 
866 

88 

866 

14,000 

20,960 

. 

128 

128 

268 

268 

6,000 

12  048 

66,000 

820 

125,804 

800 
600 

$708 

2,188 
1  186 

i.isn 

8,480 

7,916 

6,688 

28S,168 

tfOO 

2,104 

120,000 

800 

762 

1,880 

$11,092 

$7,764 

809,048 

4,984 

$11,166 

$14,668 

$288 

$51,472 

$53,680 

$10,892* 

&46,f68 

8,7M 

11,092 

7,764 

1,401,928 

1,648 

19,982 

11,156 

14,668 

1,008 

1 288 

61,472 

68,680 

10,892 

8,144,816 

THOMAS  C.  KfiBFER. 


Ji. 


I    ': 


;i    t 


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o     on 


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■ca  a  " 
c  i;     <  J 

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r.  h. 

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V  o  g 


COLONIAL   AND   LAKE    TRADE. 


399 


S3 

S2 


r.    u  •? 
-   ;^  O 


No.  8. — Compnradre  stafcinmt  nhnwhig  the  total  mhc  of  imports  and  c.vporls, 
tit  rack  port,  in  Canada,  in  the  years  1850  uvd  180 J. 


1  s 


i:  t:  o 

C   to   Jj 

2  ^  H 

.  5  3 
:'^  B  - 

:  ti  —    U 

c  3  y  u 


CO-;'" 

S  i  *  .3 


I  5  V  a 

C    u   ;^    9 

I;    O    i,-3 


H  t   -  u 


i-  —    I-  — 

C  1,  S  3  2. 

:S  i  5t  ^  a 

»  c  t  *  J- 

*  ^  us- 

c        —    «  > 


S  C  £    ■  « 
V  *  i  n  H 


«  •'  t  -^  -C  " 

*    3    V    V    i 

■  t;  =  T  i.  •»> 


Ji^ 


£  i  ^  i  -3  ■< 
H  — —  t;  ■s  H 


S'   -^  i  I 


I'orts. 


Amlior»tl)iirB 

mtli 

UuUfVille 

HiirWLlI 

Oiatlmin 

Cliippt'wii 

CobdUi'B 

Colhornu 

Credit 

DiillMiusIc 

DarllnK'uK 

Dover 

UuiMivillu 

Port  Kilo 

GodiTicli 

Griiftdii 

HnmiltKii 

Ilopo 

KinK^ton 

NiuKiii'ii 

Oiikvilli; 

Owcn'H  SiiiiM.I 

Vcnrtiinpiii.''hiiie 

PlcldU 

Qucfiistoii 

Koiiik'iui 

Rowiin 

Sdiulwlch 

Hariii  I 

SUiiilcy 

Torontii 

W<Mliii(?toii 

Whilliy 

llrockvillc 

Miiitliiiiil 

nytowii 

Cnrriwiill 

Ootoim  (111  l.:ii' 

DickciiiioiiV  I.  iiiiliiiK  . 

OundiT   

Oiiiiaiin(|iie 

Miiriiilciwii 

l*reHcull 

KiviiTi'  aux  Kaisiiij. . 

St.  U.>'is 

CliiriiHivillc 

KriliKlislmrR 

Jl.r.fdid 

llt'Mllllill^^o^d      

Iluiltillfld>>ll 

hacdilc 

Monlriiil 

I'hilip^llur)( 

I'ulton 

St.•iIl^l(■:ld 

St.  Jolm 

Sutton 

QiU'lu'C 

Napancf 

Hfauci' 

Kllfiu 

Wallao  ImrK 

Itnice  Mil, en 

Uaspe 

New  Carlisle 

Sault  Sle.  Marie 

New  Ca-lle 

Htamf.iiil 

Milfo-il 

lloiidheiul 

KurtoelltuWIl    


ISBO. 


KxpnrtR. 


!)ll,  1 12 
2ii|,U4ll 
»l,Mlll 
41,«1« 
Ho,  4ri« 
64,.')H4 

2a,S,  i:i!i 

811,112 

(111,  li:m 

1  (IS,  (ill) 

ir.,(i(i4 

■S7,rJ2 

l;i,^7■i 

4,><:i2 

n.VJ,S!»2 

l'.'!»,(i'^8 

))5ii,2lrt 

11,1'2S 

17-i,<!ili 

2,'.'(i4 

4S| 

14, (HIS 

!H,.')ii4 

4iiS 

HIS,  s.-)rt 

!W,!»:!(i 

H,  8:ii"> 

l:i.'),:i!iO 

'JTii.'J'iS 

M,  s76 

l;i7,«12 

ti,  ;iii4 


Iraporta. 


Total  value 

of  exiMirtH 

and  imimrts, 


4,272 
12,.SiH) 

!!,  St'pS 
1 1,  frill 

4.  !W2 
1«,44S 
2:1,  4U1I 

i.'fWfi' 

4,  «92 

1 1 ,  (I'Jil 

4:t,  .')7(l 

12, 144 

4,41S 


1,741,772 

22,''s(iU(! 


41'),  f)72 
1,21.'),S  6 

fi,'il)i'M'l6fl 


$2:l,r.72 
17,2(111 
i»">,(14il 

11t,!)ii4 

Ml),  22S 
l,'itl,t)llll 

b7,244 
4,(144 
2,ri«s 

f>7,.')S() 

KJ.'JSd 
«;2,(I4S 
■Ml,  iil»2 

r>t,27(i 

7,  liis 

5,  KVl 

l,r>s:),  l;i2 

.'>s,  2I)(> 

4itll,  U44 

(12,  \m 

41,  .'1(14 

1,112 

!iS2 

it  1,(101 1 

2S,S(I4 

!I,4SS 

ls,(l«S 

fh'i,  7:i« 

21,:iilil 

iiis,4.'i() 

2,.VN, -!»2 

f),  l.'.2 

2-','.'i4 

2:il,'J4ll 

2,2(IS 

5, 4tiS 

1(1,27(1 

;l:i2 

11,42> 

2ii,'>.'>(l 

27,:i6ii 

12,  Mil 

f>7,(ltf(l 

7sl 

1:!,,V.2 

il.ii72 

I'J.'.i.VJ 

7(111 

1(1,  (;4S 

7,;!% 

^;^,^s(| 

6,0ii.%,  4ini 
M»,  2S1I 
V"i,(llt 
^7,^44 

1,477, 7>4 
fi,iN(l 

1,970,. V)tl 


1S51. 


7,(17tl 
2, 2411 

41',  cm 

1H!,S2S 

7,S7t> 
.'17,44 


4,  l:t2 

.■^llS 

1H.S12 

7,(!S4 
40,1112 

'Jsi/ii'iV 
8,(140 


l(i.M,HiiO 

.^!(.  H72 

2(17,  ."iSO 

111,720 

7s, 144 

I'.iu, :!,')() 

141, S2S 

(1,  2.')(i 

24(1,7(1(1 

H7&,  (iy2 

S2,(llli 

17(1,  (Ws 

71,(11'(1 

!I2, 2(if< 

20,  !ls(l 

9,  '.HMi 

l,n:)(i,ii2l 

ls7,:!24 

Mil,  2!I2 

74, 124 

220,  Ids 

!!,  :t7(l 

sKl 

4."),  (1(10 

();!,;i(is 

ii,  >!IG 

'.11,(172 

2'.l, '  :!(> 

;i4:),S.V2 

2,sii!>,  120 

.'iH,  :I2S 

1(1(1,  .V.Kl 

8tM,:i:l(i 

s,,',72 

Ti,  4tlS 

2o,.'>4s 

12, 1^12 

J,\2(lli 

^i.■..  1 7(1 

]2,2'.'2 

2i»,  2.'i2 

Si,  olid 

7sl 

17,sss 
ll.o'W 

i;  1,11  IS 

41.27(1 
22.r.>2 
1I.S41 

l;),,'.so 

S,(Wo,  172 

H14.:t7(i 

l.\f.44 

104,11*! 

2,  (Ml:!,  (120 

«,>JSO 

7,ltW,ll  2 


4,42S 


'JSS 

H,;iis 

2,472 


ll.SoS 
2,  7  IS 
11,-12 

4s,:ioo 
Kid,  741) 

,S(ij  4  so 
1.'),411 


K.X  ports. 


.'.,41d 

4-'t,  2:12 

2, 472 


)(7!t,  4sO 

21,42S 

147,:t(Vs 

1:12,  :ldO 

;;l,lim 

7  .'.2S 

70112 

!)t4 

201,s.-,2 

)i,"iU,  (l72 

2!),l)dll 

l.M,.tii4 

S,'>,  1(14 

ol,27d 

«,  2(1^1 

!t,'.l'.>2  1 

!!n,-,,..'.-)2 

loil,4iiS 

•121, (lid 

2,(ISS 

122, s-O 

77(1 

a,7«(i 

17, SOS 

2S,444 

21,2(ls 

ri:i,4S0 

Hi).  SKI 

4.-..  S44 

271,  Ud 

.'J-J7,:lds 

22,  ss^l 

201, llH 

70,  (148 

8,&92 


10,2Md 
vS,  S24 
4,  l;!2 

12,014 
(1,1120 

2t,(ioS 

82,U60 

6,292 

4SS 
ir,,.2<ld 
1,'>.  I.V.' 
11, ISO 
4.:to.S 
27,  .'X«) 
2,. '.I  i;!,  91(5 
HS, 9dS 


Imports, 

Jl.^iisi 

9,:isl 

9s,  w>\ 

f).">,71d 

61,(19(1 

«1-,  1.'.-^ 

142,:l7d 

7,.MC< 

t<,  .Vid 

ns, loo 
i,',,ii,-.() 

SI,  7(10 

110,S4ll 
.Sd,  .MI2 
1(I,.»)S0 

2,'li's,;!iill 

71>.0ld 

1,02(1,2112 

89,  IsO 

212, s  10 

hid 

2,">2 

4l,2.-s 

7",  17d 

12,2:1(1 

«o,lH'i> 

17:<,  72s 

19,  (Ids 

2il2,(l:!d 

2,(li  l.iVJS 

2,  (12  s 

81,. Mill 

2.i9,  7 12 

1,100 


Total  value 

cif  ('\|iiirlN. 
ami  iiopiirtH, 

l|9l,Sfl4 

:io,sia 

21,'>,sihj 

lss,o76 

82;>,  (JHO 

21:i,'Jt>8 

S,4(J0 

210,408 

4.M,  m 

l.">,916 

2:i:i,  ItH 

19d,0(l4 

07, SOS 

l:i,84-t 

8, 99Vi 

2,  .'.d:i,  :>Wi 

179.424 

1,  147,808 

41.203 

8:j.'),  720 

1 ,  dlti 

8,988 

C2,o'J6 

«s, 020 

8:j,  .')()4 

SI,  476 

21:i,.')64 

0-),  Wi 

.'>(l;i,  75'i 

2, 929, 89(5 

2,\  Wi 

2:12, 7«0 

81(l,:'.60 

4,  oaa 


40, 12S 

9l).'),  270 

'.\fi2:V9'V 

4:1.190 

(1.41« 

t.7-l 

01,, •.(14 

07,044 

141,740 

so,  1.  0 

1(1,220 

12,  .MS 


10,4S0 


2:1, 124 
2,f>04 
9, 740 

l.'.,Mi4 

0,  4  14 

l.'),'J2:S 

122,44.S 

2SS 

17, 2  IS 

7,001 

2,"'.  -20 

8,.VI2 

1:!.OS,s 

7.:;0l 

17,9-4 

0,177,1(1-1 

40,  P\S 

1 1 ,  (1:10 

97,:!92 

l,9t-,40o 

4,d7t> 

3,8:tt,dld 

;;■',  l-.'O 

f).  9,-.(l 

1,212 

18,212 

(1,  :!0,l 

,'i:l,:!,"i2 

.'):l.  (ISO 

12,121 

8, 92s 

7.714 

l,s70 


8;i,8(J0 

11,888 

18,8711 

2s,748 

12,074 

:i9,986 

1.V>,  408 

288 

28,, MO 

7,493 

42,116 

IS, 984 

24,s(19 

11,07a 

4.1, 4S4 

11,0-1,080 

l:C>,876 

1I,«:16 

l:t7,Mrt 

2,  s5:l,  786 

4,076 

S,  9.'>9, 004 

tV>,81t5 

12.872 

.'.,  996 

74,776 

74,004 

ID,-., I  92 

l:i:'..  780 

22.:i44 

111,  444 

27,  714 

212,8.-)6 


f>,9'J2  I, 


11,901, 7(:8  I  10,9-2,001  i  28,918,772  \  18,002,870  j  •.:t,2."-i,4to 


&,  992 
80,912,816 


The  exp  rl-  ■,(  iiil.in.l  |).irl.s  eenipiise  mily  111.' vain,- expnileil  inlaiiil  Id  .lie  I'nile.l  Sl:i(n;  ail  •■xpnrls  from 
inland  imri.-  il  j.mi  Ii,-  Si.  I.iwr.oee.  wliellier  to  Miiiitc.Ml  ami  (im  liee,  oi'  lo  sea  ilii-eel,  are  tail  ri  ported,  except 
at  llie  .seapiiii  ■  .'f  M.i.it.eal  and  ()ii.  I>;  e.     TIim  r.  irola  iim  li.is,  iu  a  f,  w  in^lain-,'*,  lu  -ii  inl;  iiit.'ed. 

Ill  Itir  al.iiV  ■  r  ■!  1, 'I  III,'  v.iliii'  of  (,'.iad<  iiiipiirO' I  in  tr  iii-i'  I'.ir  llu'  I'oit.'d  st.ilei  vi.i  Si.  I,  iwrenee  (valued  at 
t7,"i(i,iiilii  ill  1-  il  1  i>  iait  inelol.'d,  neillii'i-  the  v  iln.'  nl'  >.liip-<  leiilt  at  tj'i.li  a;  lor  -  ih'  in  Kii^-'aml,  v,ilii,.|  .at  aPout 
tl,4ol,'  (111  III  :  -M  ;  wlii.'li  itr'HH  will  i;ive  :iii  aildiiiim  lo  Hie  trade  of  liucbec  ol  $2,20I.I,(.'UU  I  r  ISjl,  and  of  cuurBC 
Uie  name  aildi  i..:i  i,i  tlie  wliolu  trade  of  Canada  for  tliut  year. 

MoMliEAi.,  Miu  1,  1602.  TiiOS.  0.  KEEVEO. 


1  . 


m 


f 


ANDREWS*   REPORT  ON 

No.  9. — Comparative  statement  of  exports  inland  and  hy  sea  from  Canada 
in  1851,  showing  the  jniticipal  articles. 


Article 


By  sea  from 
Montreal  and 
Quoboc. 


From  inland 
ports. 


Total. 


Ashes,  pot  and  pearl 

Asli  timber 

Birch 

Deal  ends 

Elm 

Oak 

Pine,  white 

Pine,  red 

Staves,  standard 

Staves,  other 

Plank  and  hoards 

Spars,  masts,  and  handspikes. 

Lath  and  firewood 

Shingles 

Cows  and  other  cattle 

Horses 

Wheat 

Flour 

Indian  corn 

Barley  and  rye 

Beans  and  peas 

Oats 

Butter 

Eargs 

Wool 

Copper,  iine  and  pig 

Cop|)er  ore 

Unenunierated 


From  inland  ports  direct 

From  Ga8{)e  and  New  Carlisle . 


$7G.5 

14 

18 

18 

1% 

1«!) 

,.'il8 

416 

64 

aM 

9;J7 

:>() 

32 


144 

,4.50 
26 

40 

2 

195 


,924 
,896 
,464 
,684 
,420 
,H76 
,.')28 
,2.')2 
,488 
,844 
,480 
,216 
,076 

260 
40 

200 
,184 
,148 
,0.56 

440 
,208 
,272 
,728 


.3.5 
1,359 


,(MN) 


$65,992 


7,836,036 
265.924 
221,116 


8,323,076 


14,620 

160,884 

16,. 524 

1,.372 

774,116 

6,116 

.39,800 

20,7.32 

140,176 

185,848 

491,760 

1,181,484 


75,. 596 
41, .588 
1.35,708 
38,004 
.38,008 
41.896 
42,7.52 
17,620 
1,808.704 


5, 339,. 300 


5, 339,. 300 


A831,916 

14,896 

18,464 

18,684 

196,420 

204,496 

2,095,644 

81,012 

360,216 

1,71 1,-596 

.56,:).32 

71,876 

20,992 

140,216 

186,048 

635,944 

2,631,632 

26,0.56 

76,0.36 

81,796 

1.37,980 

2.33,732 

38,008 

41,896 

42,7.52 

.52,620 

3,168,076 


13, 175,. 336 
265,924 
221,116 


13,262,376 


!!' 


r  I' 


The  returns  of  exports  inland  are  very  imperfect,  and  will  not  correspond  with  the  United 
States  imports  from  Canada. 

It  will  be  seen  at  the  bottom  that  there  is  a  "  direct  export "  from  inland  ports,  which  was 
neither  to  the  United  States  nor  from  Montreal  and  Quebec.  It  is  to  be  presumed  that  this 
was  a  cnr^ro  sent  to  sea  from  inland  ports  and  nut  reported  at  Montreal  or  Queliec,  although 
such  report  is  compulsory  on  all  inland  crai\  proc'ieding  to  sea. 

THOS.  C.  KEEFER. 

Montreal,  May  1,  1852. 


COLONIAL    AND   LAKE    TRADE. 


401 


m  Canada 


Total. 


#831,916 
14,896 
18,464 

18,684 
196,420 
204,496 

2,095,644 

81,012 
360,216 
1,711,596 
r)G,:'32 
71,876 
20,992 
140,216 
186,048 
635,944 
2,631,632 
26,056 
76,036 
81,796 
137,980 
233,732 
38,008 
41,896 
42,752 
52,620 
3,168,076 


0 


13,175,336 
265,924 
221,116 

13,262,376 


with  the  United 

>ort8,  wliicli  WM 
uttiiniod  that  this 
iuclMjc,  although 

C.  KEEPER. 


1 
i 


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I 

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•  — iTC  to     •  CO  1- 

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5 

'Ti 

r-      1-      » 

,s 

,o 

F^irj  QD 

•  ^  p^'  ^'     CO  uo  -^  to        ; 

•  o  t-  1-    •  ci 

a 
at 

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■c 
cq 

CO 

f" 

•  «       (Tt     •  11 

i 

i  ' 

'2  :;?; 

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412 


ANDREWS      REPORT    ON 


No.  12. — Sintcmcnt  showipsr  the  value  of  the  Icadtmf  dutiahU  articles 


Ports. 

d 

Cotton  manufact'g. 

i 

a 
a    . 

u 

o 

a 

c 
a 

B  i 

i. 

i 

1 

6 

c 

.-3 

a 

.J 

in 
3 

$2,280 

c 
« 

u 

Hi 

e 

c 

c 

2 

AinlitTstlmi-f? 

Until 

»1,412 
l,Mn 

li,;)'20 

If20(l 

*   !!'' 

.ilOd   l('2,(:08 

*7.1i 

(US      1,21(1 
1,>44      4, .''On 
7,;kS8      8,9i,S 



1, :.:■_>      At\'i 

.  .    . 

$110    »il(i 
■J.iii-.t      11 '4 
2,921       14(1 

182 

i'l'iii 

Biiiwcll 

Belk'viMi' 

1,9:12 
10,182 

0,  80   1,(iS0!|;7,(  I'll 

8,484        744    4.47- 

Mi:      1)1128 
204      1  ..'i62 

♦91' 1        72 
90S|  1,4  0 

BotKlllCMfl 

...         ' 

CliiithiiMi     

Chippewii 

Coll  nm 

Coll)  urnu 

Crcdl' 

2,!l'i(l 
ti,;tt)(i 

2,(IH(I 
«,(i9(5 

■;::..  :;:;::i: 

4,1  8    o,r.>4 

14(1      1,110 

7'2il        .S4(P 

3  4:!2    I5,r)2S 

1,14(1        84(1 

8,472      8,8sl 

12,970      7,.'p90    1,712 
;f,')0      1,  44       448 

4'        282   

4,(112,     9,480   

4  jj     3,0(8         88 

ri,i72 

1,721      218 

9is   

0)1        08 

2,490,      108 
412    

1  8,976 

1,820 

l,7.^2 

104 

'"ioi 

028 

i   1,000 

HO        '24 

I2l! 

1,448;      812 

1      ISO 

6(id|     '282 

Dovir 

Bni'iivilli' 

fi,0(i8     0,810    1,4.V2    l,s.'!2 
. ,  1 1  . 

Fort  Krie 

Ooilirii'li 

1,(196 
1,410 

7(ii     2,;)('.(i 
524     1,4(14 

2,892      4,808    l,(im('      mii 
80        404       872   

'                         1 

670 
844 

188 

1'24 

2,.V24 

208 

1'24      108 
112^       62 

Ilnniiltou 

Hope 

Kini^stoii  .... 

1W,.M2 
14,I(U 

71,2ss 

.'),(il2 

2,172 

828 

1,9S4 

4 

171,42f 

112,792  lis, 12(1   1 

8,728     9,4;i2    1,244   

1 1  ..     . 

i',r.s» 

"i(U 

1(1,811.1 

27,44(1 
2,928 

8,0:6 

024,      804 

NiiiRiii'ii 

0  kvillo 

Owen's  Siiuiitl 

6,oMi 

..." 

l,s6(i 
2,1(10 

2.20(1 

8,428 
4 

4.(188'     2,468   1 

870      1,-2(1         b8    

12    1  . . 

1,4  io 

4 

l'4',('l44 





|,V>       oil 
4 

■•i(i4      "61,8 
•2.^0      472 

i       '■'=* 

IViiftiii  t:uisliiiie. .. 

Piclou 

Queenstiiti 

Ron  loiiii 

7  0      0,82S 
Tidd     4,o:i('> 
441        ,'j72: 

'4'.iW2      1.82S    '.'.'.'.'''.'.'.['.,  "am 

4.O90      2  7iis       9X1    1,290   

1,0.2      1,072   !      021 

1  ..          



4,880 
80 

8,87'2 
004 

""f.io 

'"(Ud 

Sill  (Iwicli 

tiariih.. 

8,i66      .,472    i 

2,I'28         li'.M'i      0  :i7(i. 

74(1      0,82(1    8,^24    4,092    l,d-d!        72',        90!     1,814      2<»      71'2 
080       1,401       8li4   .             1  1.18(1    1        482       ltd         8S 

Ptiiiilry 

Toronto  

.W,296    22,n;Vi 
152,v2ll    .'i«,472 

172    

4.n.*>«     '^.iHis 

l.'>,2so 

1 

18,9    1    '.'9,(104   .    ...  12,.'.9J  12,870    2,.'.;t0 

1                           '                         1 

6,900 
21.070 

4,l!jd    

1 1 

Wi.'llint!ton 

Whitby 

104 
Mt2 

'jOo;         82         .Ml       214         90  

208      1,080       H2'    l,.'>(io   1      970 

I4t 
4.012 

1 1       '28 

2d         0')       700 

Frookville 

Maitliintl 

.Sl,.M'>s      9,7.V2    17,tion 

2(1    4S 

1,1  Ml         M'4         41 'J 
;i:12           41)        fi("i 

ir),888     HM'i   8,7.V2    4,ft08   8,780 

1    ....  1       ^^i                   8 

2,808    4,862 

2,090 

948    2,910 

roniwiill 

1  ..V.'i 
424 

.V)2       fiOd       2.'iO   

1 

84d   

382 

fl'.'   

1       62 

Dickinson's  LiiikI'i?. 

WniiiUi' 

<ijiniiii'  ipie 

lliiriiitown 

4HS        I',t4 

m         212 

790        H-«S 

1,!W0         772 

1             ; 

i.oio 

:i;!2 

1 

"ri'.io* 

2-4 

1 

0'.'4    1,21H 

448   "SO-J 

■    1  *  ■  ■  * 
24       208 

""y-ioi '.'.'.'.'.  '  "48 
8; 4 

1       

Pri'HCoil 

1        ! 

1 ; 1 

! 

"■■| 

Pt.   \Wv\< 

Cliirt'in'cvill),' 

2(1          !i2          21    

i)3tf'          00         124    

8,44>< 
444 

"O8O 

872 

"«84   "iVi 

72   

80     .... 

( 

••■•oh'::::;; 

408   '20 

1 

Hercloiil  

llenwtiinj:foi-il 

)liii]tiiiL'il()n 

L'H-ollr 

Montreal 

I'liilipsliurjr 

I'olton 

1.%           H4 

2,.'W()        M2 

.•J4(i         140 

ri4,ifisro'(i',i;i2 

1„'i(i(i        9(>4 
l,4rt4         IV.'il 

1>4 

1,404 



l,Vi       61.' 

•  •■•! 

84; 1 

fiJt'.iih'i 

"  Cos 

1C4|        SSO 

22,7(14    SI, 044 

"'72'     V,''72 
4.:190      9,'.:'.i2 

191,980    

so         ,'(i4 

1 .8  12      4,.'I70 

2,'244      1,192 

'.^4 

840 

7',f)08 

1 

141 

112       120 

is'.iii'i    m 



.^(ld    .... 

1,960'       44 

.   ..1  . 
4,892'      60.8 

9,884 

270   

OIS      880 

18,208  

48   

84, t         8 

i'i'.'iO'i  '28,611      696 

::::::'  "•io ::::: 

4.890       104       428 
67,.')72  18,012  11,101 

10    

1,410    1,1  4    1,000 
0(14       670    

H'ansteail 

St..Iolm 

i^utton 

l(i,4So     .'>.:)Mi   Is.io-, 

2:i0..'.-o   (i2,7•^>^2(l^,l-4 

44(1        mo        472 

l«i.s.')2    '20,7s4      l,9-<s 

2.:i()s        blO     8  492 

S             8,          .')(> 

M          2S          .'.' 

941    I,:«2    ,'),20d 

l,',,9oi   

1       2.'i0         28 

4,964        32    

&90      ,';32   

1       80     •■••^ 

Quelle!' 

Napan,... 

148 
1,214 

hi 
28 



48(1 

.'lO 

1 

Wiilhifiinirff 

l,r>S4        C2S 

2,(iO(i: 

ido; 

770 

1,644 
641 

110^ 

.    ...i  1.0T6 

780 

164      200        8'2 

(tiispf 

Ni'M  CiirlUlc 

2("<        4:!2 
fid          liii 

•    "I 

164 



1 

20   ! 

10 

4oi 

1 

1 

1             •           ' 

Ni'W  ( '-!<•( It' 

«,. 

S88 

^T^ 

48 

•24.S   

624 

2(Hl 

• 

Ptainforil 

1 

llllforii 

12            4 

, 

■■■;:  :::'::i::;::i:....i 

)65,1'24'' 

i 

- 

Total 

i 

893,216 

1 

Joa.scHi  { 

i 

14}9,26d 

1 

118.84-! 

.8,7'24 

1 

^,768 

42,692 

1 

47,888 

89,204 

120,282 

47,8(14  .'12,096 

1 

From  till  atiove  slatenicnt  "  free  pooils"  have  liien  o.xcliiiled  as  fur  lis  pructiculile ;  in  sfverul  ports,  liowtViT, 
rcluniintr  only  tlo'  Kcoss  values  at  the  dilfereiit  rates  of  duties. 
Mo.vnihAi.,  Miiy  1,  1862. 


<lc  articles 


c. 
c 

p 

t* 

a. 

a 

C 

Ch 

•  • 

°i»iio 

!S'   flf'l 

72 

I'J 

.,": 

1,4  0 

1 

i    1,(MI(I 

tsil'       24 
1,418 


(!(i(l| 


812 
ISO 
232 


1'.'4, 


b'i 


,l(|i '  8,o;6 

I2S      0'J4      ttC4 


I.Vi       2.SS 
4  ... 


■iii>; 


MO 

1 

2.^8 

' ' '  f 

472 

2S 

M4 

ilVi 
120 

Ko; 

712 

8S 

■'io 

09(1; 

....  I 

i)4.H 

7  CO 

2,'JM» 

S41 
882 

!>2 

.... 

52 

82o! 

4-> 
4 

08 
40S 


20 


S4 


84   1  S 

I 

,292  2;i,Ms      ^9fl 


Hi  ... 

:11M-.       HI  14       42'* 
,,',72  lM,rtl2  11,K" 


,4lti    1,H  4    l.OW 
(io4      .'>7l'i    


164      2(10        82 
"io. '.'.'.'..' 


«,2y2  47,Mi4:i2,Uy« 
rul  port.'t,  however, 


COLONIAL    AND    LAKE    TRADE. 


413 


imported  into  Canada  from  the  United  Slates,  at  each  port,  in  18.31. 


1244 


8fio 
4 

fi.S 
220 
i;ii! 


♦H8  I 

8,04-» 
ft,  290 


$2ili    $tW4 
IS4    1,844 

204,  8,  H8fi  , 

......    ...I 


4ll(i4 


800 


2S0 


M12  . 
«,  ,'i't2 
24 

Hi:4 
l:l,s72 

ii.-.2 
4,  .'.24 
II,  1)20 

2(14 

124 

f>7,(i's  '. 
2,420 
8,4(10  , 
4,Mio 
8,S41 
4 


:i: 


1011  2,912 

24  l(fi 

M  1,11118 

l,lss  (iji.Jii 

K!  I.OU 

2  2,  l,ti;I(i 


828 
40 


♦2S4 
7.') 

1,80K 


3 


Vv3 

•3 

a 


tl28tl,l'<'>2     mw,  ... 
701]       4:l2i|ll, 


940 
4H 

1,V2 
22ilj  2, 1041 
24  (lol 
l.')2       890, 


^Klo 


704       824    l,'.'i2 


f'.'i 
411 
2i'8 
lf)0 


1)480 
892 


3 
o 
H 


%Wi 


48ii 

l.'id  It 

8ii8       8(10' 


I 


l,tM   2,084 


10 
(l.'i(l 

2(Hi 
700 


20 

40 

20 

128 

121 

(172 

20 

108 

292 

018 

fH,4S0  »1,'.,8,84 

1 ,  292  9, 884 

10,772  ,'.2,i«54 

19,8.')2  98,524 


182       2,')2; 
8|  l,«12j 

64   8,  >04 


280       lit)         72 1        Ifi 

52         84' 16 ', 


82S! 


808 
76 


I 


9,  (124 

7S4 


4,0(18  I9,>:l(l !.. 

95(i       2H1    . 


10, 


3 

lo8 

72! 


4,80> 

10, 

200 

424 


2,21(1 

82 

828 

f60 

010 

20,  .■!.'» 

61,110 

52 

280, 

280, 


2(14  272 

110  2,,')90 

....I  88 t 

. .  . .  I  82 

52  1,510 
82 
21 


50(1 

910 

soil' 


■.90:       801 72 

8 '.... 

....i I    108 ; I, 

150,       782    l,4si)    I,9t  I       l:;0 

428i        52 7.'iO,       IM 

144         24 120         80 


.i  24,8.'.2  12,988 
. . .  I         8(10        952 

1 2, 024 

'.'.'.\         0t8        512 
280  172         4li 


3, 288 

...."^1 
870 


1,092 

..3. 
2,  .'>84 
172 


272 

1(10 1 

292  7,848 

1,914  17,o9> 

12  7.10, 

IS  4,201; 

140  1,(1,'>2 


2H4!       828        184,       120 
1 »()' ....     ' 


•r 


I 


8 


282 

82 

114 

82 


li'8        100 
80       8H0l   1,970 
l.'>2      nil         4 


lit,  824 ] ' 

20         40 1         8(1 

28]       472        790    i 

2,220;  1,040;      920   1,(181,      9-i| 


I 


152 


281 


86  , 


40 

>-4 

701 


•-■114        140         84 

272       412;        20 

5,072    8,!«  I t 

27,228  2,M12 1 

2ii' I 

8(1  li         0-1 

1,12S    l.O.Hl 

4 


52 


7.-1 


52 


50 


10 


28i 


20 

82 

22.8 


82 

28 


811 1 

ISS 


■  I I    i-^4 ! 

; 92 


10, 


82  . 

4 

82 

32  . 


12 


66  , 


72; . . . 


186 


21 


.3 

4,  952, 


i.!8; 

6,  .'Hit 

"780' 

481 


1:t6 

1 

87,5(11 

;H:i, 

4 

102 

2^,102 

12 

4,9-1 

811. 


I 


182  . 
86  . 

I......J 

5,490 1 

224,  4t 

TO, 

52  Mil 

6,  ISO  !tO' 

H2i  '.".'.'."\ 
150    1,22; 


21 


•| 


104 


60 


20 


;i,SS        168  , 
...I 


l,4ol       820   9, 1,')2  IH.TH  14,  lOS   2,090 

""41  '.'.'.'.'.'y""'\y  "'I  (.'.'.'.'.'.('" -n 

441'        40       811       908       ,M;8       4^0 
i  1 ,  :)48  25, 8iis  80. 0'^S  .'lo,  290   8,  S12 

i I 

"772        i.'xl       5.-.(i  "!!!!l'6,'480         80 
224    l,0'.>2         41       22il; 


140' 

«o| 


172. 
108  , 


5fi         28  . 
620  . 


92 
890 


116  . 


41.... 

I  .82.... 

910'.... 

19,  ,580  8,42o;  2,450l 

.50       528 ( 

I  2il       204 

;!28  810        804 
25,  182  15,128    2,2.50 

4; 

7,880  1,870,         2i 

124,         4H 

82i      428 


148,       2001 


12 


84, 


48  , 


416  . 


16 


24 


41        201 
24' 


48, 100 
147,282 

49,(1*1, 

1,780; 

,504 

2(1,  .580 

2,710 

10,010 

107,220 

'.1,  7C.K 

8,  :19« 

I 

'229,711  i,' 

2",7sl 

7-'li,  (170 

ls,:i  0 

4, 192 

810, 

.52 

18,1:12 

17, .M2 

2,012 

8", 990 

12o,:N-i 

7,4111 

0  ,4110 

,127,.'>i'8I, 

HI 

2,    12 

2o,:;01 

:I21 

5.510 

518 

0,  172 
4,5'0 

1 ,  l':tO 
ll,.'iOt 

7i,vn 

L'-i8 
7,11.0 

1,011 

Is,  2iW 

hSit 

r  1,2  IS 

ss.s 

1.5.404 

31.'.,  4' 4 

28,101 

2,  l.T.> 

14,09.' 

4  .8,  5  IS  1 

1 ,  H.'iO 

5i,'-i;s 

8.  (Ill-, 
1,710 
0" 
8.0.S 
8,220i 
Oil'ij 

I'i 
1,1'S-t; 

i,i"4; 
21,8:10 

l."2t 


4.8,160 

148,044 

125,404 

7,498 

8,  5,56 

07,984 

14,070 

78, 820 

110,S40 

29, 2.50 

10,  .530 

1149,' 7.56 

71,728 

748,2:19 

8s, 084 

40, 700 

780 

2,52 

42, 7.83 

4:1,820 

1  •-',  286 

.80,998 

14.s,720 

10,008 

270,093 

,  5'.'5, 620 

2,  8.53 

20, 4,58 

141,5.56 

4,53 

11,9.53 

2,800 

7,(i:16 

14,,'fc58 

0,200 

U,  '82 

71,824 

28  S 

10,90.S 

4, 423 

18,2tH 

8,5:13 

18,089 

5, 9.TJ 

16,880 

887,9,58 

80,  OU 

7,S60 

82, 4,53 

,  475,  (1.53 

8,984 

141 1,  ,504 

22. 120 

2,440 

1,108 

18.213 

6, 860 

1,880 

840 

1,2:13 

8, 928 

21,888 

1,,5S4 


19,920  278,408  19,296  79,810  18,828  88,0.'.2  44,26l.80,768.'fc8,l.,     ,2, (Wo  110,988  81,141  17,51-»  :l, 9(1:1,040,7, 971, 3S0 

\ I  I  I  I  I I I J I  I  I  I  I 

no  cpccliil  returns  of  free  go. da  wire  made.    The  enamcra;loii  h  likewise  very  Imperfect— some  lippor'dtit  porti 

TIIOS.  C.  KEKFKR. 


t 


Si' 


■J  ! 

I 


414  ANDREWS'    REPORT    ON 

No.  13. — SinlcmaU  shnwlnfr  (he  (junntihj  aiul  vnhir  nfthr  prtncipnl  arti 


AkIics,  pot 
■mil  in'url. 

Plunk  iinrl 
Ijuiirdii. 

Shiiiglca. 

Cents  mill 
other  ciillli'. 

Ilorscg, 

Wool. 

Wlii'iit. 

I'mts. 

1 

U 
§ 

■a 

1 

a 

s 

at 

a 

a 

1 

1 

u 

B 

9 

1 

V, 

4J 
B 
•a 

1- 

§ 
0 

a 

s 

a 
0 

3 
9 

AinliiT.-MiiiiK 

JUalli 

n(t'iM.4fiii 

1 

45,810 

«2(i 

ft,i(is 

1 

UurwiU 

.... 

2,884 
160 

I|l4,ls( 

•    t    .    •     •    • 

Urilrvillf 

(Is 

1,9(14 

14,.'i7!l  1 10.404 

ilV) 

:::::: 

i2,728 

U(>Ii.IIm;iJ    

Clmlliiiiii 

'Jtl 

4t2(l 

;. 

5,.'i(l(i 

i'l  070 

i,22s 
10,170 

27,641 

Clii|>|if\\:i 

!i22 
l,l-.'il 

'2,2110 

8,012 

41|        84 

1'i'i            Ti!m 

38 
31 

♦72 
2,020 

10 
41 

(5o'< 

.1  ll!ll 

4,lN0,  18,1)1.', 

C(.)l)'niii  lit' 

'  '  '  ■ 

CrtMlit 

l.Oo.') 
(I(i| 
1,1 '."i 
9,'.'71 
8,090 

(>,.V'4 

45,28(1 
49.(Vi4 

0,.%73 
18„%9(l 
19,997 

1,80(1 



I)allniu--ic 

4,MiS 

7,lM 

.^'.^,.^^o 

2.'),S72 

Darlington 

3.88       ,')(iS 
502       730 
945    1-1 81 

1 

■ '  ■930 

DoVlT 

5 
!1 

4,7tm 

72 

16 

"26 

i,i40|  Jt,sri6 

Duiiiivillt' 

'  "ilVl 

'  'l',(M)6 

Kort  Krir 

600 

<io(!t'ri(h 

S« 

^44 

llraftoii   

Jlamilti'M 

m 

8,844 

fi,7r)2 

0,M,')O 

8,2ii2 

42,.S48 
8S.81S 

Mi 

.<<.'.« 

2,0S8 

1  15(!  184.0701 

llu|v 

1,982    3,812 

8.'>0,    2,42ii 

127 
8,199 

2,^^00 
30,072 

8 

+S(| 

12,864 

1.M) 

8,848 

8,518 

2,r>(HI 

99,828 

Niuffai'a 

1 

;'.  '": 

Oiikvill.' 

2,0;U:  I.VS'Jii 

1,318 

82S 

Owtll'r*  Sn'.JItll 

10 
!U4 

48 

51 

fill 

107 

1,611 

400 

1,312 

S4 

18,888 

Pt,'in'taii>.'iii!»lu'!iL'  .... 

<i  1  nii 

109,       1.82 

1 

Piotoii 

H;)7i     2,;t78 

12|          9^^ 

■| 

QlU't'll.-tnll 

281        2s 

98 

4,888 

4,881 
10,288 

64 

2,5ll8 

1,724 
21.997 

Kuwait 

7,521    ft4,iwo 
1 

91         2911 



: :::: 

'            ' 

8aii(lwii  h 

•ii'    m 

217 

2,480 

173 
20 
10 

7,4>s    1.1  ;s 

80(1      4,.V.2 

620   211,0(18 

1 

1 

i,iss, !',;!'.: 

8,C,U2    45,24;t 

.')4,902 

1 

919,  10,224 

44|       7ii4 

4,NSli    3,^,300 

792 

Ptunlcv 

C 

144 

350 

7i2 
764 

Tiirotiio     

Wliill.v 

805 

0,100 

4  541    4.^.ilM 

l,5o2    2'A'ifi 

i(HI 
2,181 

400 
29,'<(i4 

0 
3.86 

420 

22,'  6h 

60,165 
9 

'"'i7o 

Uroikvillc 

It '25 

244 

Maitliiiiit 

;             ' 

CtiriiWiill 

289 

8,472 

57 
99 

3,2  4>     5,.Vi2 
4,8-i4        007 

! 

1.8S-, 
IRs 

DiektiiMfir;*  J^aiiilirg. 

13        kh 

2118 

1.4(10 

38        O') 

2.'15     1  <■■:*■' 

l.%6 

20 

110 

2. 

2  HO8I             ^!< 

8 

480 
250 

145 

28 

232 

100 

2(HI 

!1.".0 
V(!7 

2,411(1 
4  Is-. 

1 ,2(M1 
7,4fi« 
1,9.'>0 

Maria-<iu  11 

12 

b9 

2s(i 
2,492 

Pre-*cnit 

404 

1,192 

iuO 

2lMl 

248,     8,216 

8.72(1 

1,904 



8t.  Hvfsi^ 

120 

044 

218 

4,228 

208 

I''rt'lijfh>l'iir^r 

4H 

7011 
lilo 

4&i 

5,600 

328 

882 
60(1 

5.»t> 
7,.')00 

112 

Kki 

21 

6! 

82 

4,460     6,000 

4,000^        Kill 

970' 

1,140 
24 

'  '260 
420 

Iltrt'tor.l 

iic'niiiiiii;;ror<l,. 

Huntiiic<liiM 

865'      272 
82        52 

1 

792 

468 

1,240 

4,052 

Motitrt'al  .    . 

271 
12,320 

1,290 
51,420 

20,426 

16 

116 

549 

27,256  

potton 

SUiist.ad 

gt.  Jolm 

7 

h36 

14S 

2.'i,3«N 

V9,r)(Vi 

32 
124,650 

19,         f 
2,040    2.124 

i,(ii4 

15,296 

871 
962 

11,096 
57,4tKi 

1,220 
fl8,8iJ8 

240 
9,424 

182 

guttoii 

1,040 

4.206 

8,9101 
84,012 

Ia  lleaucf  . . 

4« 

4 

6,72S 
JMJO 

Eljrin 

.       ..  1 

66 

936 

WfilhiccbiUK 

Bruct'  Mines    . . , 

'i 

Co 

46s 
16 

8 

T,476: 

160; 
72 

8,871 

100         44ll 

NfW  Carli^Io 

New  Castle  ... 

43 

2601 

,.     ..1 

4 

'""flO 

19,277 

Milfurti .... 

11 

", 

80 



8 

460.       104 

82 

40 

IIuHSclltuwri .        .       ' 

1 

' ■ 

1,747 

Toli.l 

2,.V.I 

e,r,.'.m 

I|:l.41ft 

7ii(;,«2-> 

12, .874 

211,782 

12.9S9 

14(1,1 70 

lN'.,8»8 

Is8,(hl4 

41, sort 

7(i8,4(Kl 

N'lri. — Till-  ir|iiirt(  .1  cxiiurt-  fniiii  CiMMilii  »crvi'  liii^liipw  from  wlial  |Hir(.'<  tlMMlitTm  lit  iirticli-iari'  M'!it,iiiii|  tlu'  rcl 
house  stuIeiiiciiiMiii  Hie  riiid'ii  8tut<.»  ti  oiitii.'r,iiod  tliesiu  la,it  liuve  Ijucii  eiiijiluycil  111  iHtiiiiutiiii;  the  truUv  hctwuuu  Um 
Mu.Ml.l..*!.,  Mil'J  1,  lsi2. 


COT.OMTAL    AND   LAKE    TRADE. 


41.0 


iicipal  arti 

ool.        Wheftt.l 


a 

a/ 
4S,StO 


.2,728 


iHi^i'iail'  27,M1 

111     i,22- 

ll.'i  ltt,47tV  ■  •  • 


I       .    .    46.230 

■•  ■      ...    4U,('M 

!     H,.%73 

W,"'»38!  iNf-JHI 

...I  1S",««7 

.1     1,30(1 


ml  i,i5fii«''»^" 


lt.9 

!1,H4S      3,M8 
2,WM1 

,31 S 

82S   99,323 

" 

,Ml\       fi  4:     1.724 
1,283    i,h«t<   21,907 


lis!  224... 

i,.V.2     1,1>'< I 

iCiis  3,1.92    ».'i.243 

I  . .    .M,902 

;: ;::...! 

I  60,1  (K> 

l',i2.^j■     244  9 

;,V.2"V.:i-->;'"'i70l 
(i(i7        Ifi-'i 


'"43 H 

48(S 

14.'. 

s,72n    1,904 

208 

.. 

ft.iym  '  1,140 

imi        24 

"260 
"420 

1  

1 

20,426 

:::'.: i 

1 ,22(1 

fts,.s;?s 

9,424' 

i 

8,871 

"l9,277 

■'  1(141       »• 

J          40 

1>3,IVM  41,>'9fi7oS,4O0 

l,.i  jirL-^i'iit.iili'l  tluTcl 
tliu  triiJc  bciwucii  tin 


cifw  CTjinrlol  from  Caviula  tn  (he  fJniteil  States,  from  rach  port,  in  ISOl. 


Wheat. 

F'luiir. 

BarUy 
rye. 

anil 

lluaiii*  and 
pcaac. 

Oati. 

Uutter, 

KkK"' 

.1 

> 

I 

\ 
U 

i 

•a 

c 

g 

c 

i 

pi- 

1 

1     i 

i 

•a 

1 
1 

1 
"a 

1 

1 

a 
S 
& 

0 

> 

1; 

i 

c 

N 

s 

3 

> 

1 
1 

$.34,31)0 

.  .    1 

1 

♦42,iWU 

«79.480 

212 

■•)!■- Is    32,2s9  t(l,30S 

7,s22  *3..').'i2 1 

23,824 

♦0,42s 



1-1        21,4'28 

1 

.  1 

12s,|si] 
6,440 

132,360 

2,744 

2,.')«U 

9,9tis     4,804    1,99611,727, 

1            1 

6,190 

13,803 

3,316 

2 

♦28 

1 

147,868 

1 

16,902 

1 

1,671       sl2 
2,049    1,316 

1 

77 

832 

1 

12,('i(U, 

81,196 

( 

1 

1.     .  .1    .  . 

2,060 

12,372 

168 

7,628 

H.ll.'ill        !11,7T< 

.'.24' 

1 

6ss 

1 

220 

1 

71,018 

1..".29       770 
1 ,32S,      Ml 

944 

27,136 

M,4,M1     lll.oii 

77, '>  1     272..'i^i 
4,IHH       l,'..|ii 

1 

1 1 

181,208 

37,240 

1 i 

t        2,608 

|sS' 

7ss: 

1      ls.272. 

817,206 

8,8  14 

1      itlliil 

404 

7,286 

2,176 

j              , 

20,900 

10,«0O 
14,99(1 

20  1  9 

2,770 

7T.;!i-.4..    .                       1 

1 

1.61,404 
76,416 

ii.(sii      f,i!«     •:,(! 



, 

1,S4U 

6            211    l.'i.l".")   S,til4 

70 
200 

36 
120 

3,600 
200 

016 
32 

66 

80OJ    i,(ilMI^   \vi\ 

17,s24; 

2,068, 

8,992 1 

16,992 

:,414 

29o,ii2o 

81.276 
8,264 

1 

..1       .1. 

8,(92 

1(17,97(1 

8,060 

2,44(1 

2,00(1 

78,062 

42,ii7     ir,s(V.'ii     8,(M2    »,><2S'      ,',1111' 
li',7i'9       .12,I'.M',        .'1  ;i      3ii«,,      (illn 
4,ii'.MI      C'.iH''     fi„Ms   3,ii;i(i   4,.i;ii 

218 

;t4ii 

''17(1 

1,779 

90 

82,072 

1,800 

24 

8,496 

lai 

60 

1,081 
(i2.s 

■■;;;;;, ■■■ii;> 

H,'2'J6       C.l'. 

8.V1,248 
1110,408 
421.016 

s^  •        2,088 
1          .'.72 1    122,SS0 
,,            S4            770 

60         3,736 

1       1,4111      17,soft 

3,296        2s,444 

6,(!iis        21,263 

1I1..VJS       .'.;!. 4  so 

I       21„'.92        39,-:i6 

\        s.oi.s        46,st4 

1      1H,936.       86.304 

80,.'',s4l     827,:i68 

2S4 '       22.S84 

.1       1.9(V»      2i'1,164 

5'      1:1,14S,      70,648 

.  1           392 '         3.692 

8,.Vl«       ;!  1.-90      i.io.')       89(1 ' 

1,270 
634 
IM 

1,662 
26 

316 

124 

40 

892 

8 

1 

Ill              I)'. 

2()|        8 

9 

64  !       1( 

i 

'  i,l40 

S,            2s     1,312   6,s.'.«  13,736,  7,376 

1                                       '           ' 

296'"..;;. ;;;;. 

12,092 

7.'is        'j,iM 

41111,       l.iii'i 

l.ii.'iM        4.211 

7,.V.'.',      'j.-i.Tii- 

+l..M!ii     ir.-.'.iil 

2"-                Kt 

.::::;::.::::;!::::::!::•::: 

1 , 

1        6ti6      421 
1 

SS'        48 

436 
1 .4:1'' 

lol 
360 
844 

(>7       936     III,-.',','     1,1 'J 
I02     1.li:t2|      H(l4."i        41'.- 

29,672 

I     7,S(|»   8,3S4 

83S       1-141     1.318 

178   l,'.'4s,. 

41,700 

1, ........   ..'.     ...1 1..  • 

.'    111.77:;    .'i.s U.7;(rt  1.'>.!I36 

2        82 

1"   ■ 

81,736 

29,.Mt     I,i9.r.'i!     2,4  11    l,2iiil      7^1       Jl'^0 

8,010 

2,164 

1 

K 

Ii'3           :c,ii        491       244      71('. 

Imi           4'M>|     1,(140       4SII      (Viil 

, : 1     392 

22s 
7lHI 

2118 

42s    4,472         7.V2        7 

4,(io(ll     i,312 

4,726      1,1  sn 

lll,llii(|l     3,7 .2 

2,:!;12'        .'lOs 

27       808 ! 
1 

• 

120 

.  1          620 

10,'23« 

1 

8,- '24 

i 1 1 

1      22  1 

1          iNS 

112 

li'i        24          i.'iii         12         1.960 
4         44 1                                   3  .'iiis 

4,132 

272 

1 

'     1 .373       i'> 

16,746 

41(1 

7,621 

1  15,6.3 

4,o(')0 

lo-l 

1,960 

4,268 

!       12.944 

18N 

116 

1                ■       '                  1 

6n      600 
261    :i,liio 
274;  'i-OS-Sl 

1,;196i         6.:!20 

■ 
ilil 4T 

10,S21    5,42( 

> 

>;   M2 

i     'iM 

2.V1 
192 

1,11(10        7 

0            s.v: 

14.(,.'Ml 

•24,008 
32,900 

;;::::;i....;.:i    ...:: 

1 

124 

, 

1       63 

16 

4K8 
2S( 

201 

72 

100 

•J8 

24 

624 

844 

6,S2l 

l,6.S(t 

9  8 

'        (i.292 

1 

.  1    1  ».',:(      imV          19. 

488 

;i9'         l,^ 

6 1 

1     160 

140 

118!   l.,Kl8' 

.'        8,104 
.!        8,25. 
. '           632 
X      1. •,.',;!■ 

16,296 

SOC 

61 
6f 
65 

I      600 

.      7'.'S 

46S 

s 

i6,4.'.a 

■■■■■■■i ,•••••••,■ 1 

1 

1     2,.60( 

11,180 

816' 1 6         4'       di!       12 

1,72(1 

!  19,817 

&,6Sb 

4,308 

1             ,          ,         1 

1 

1  ■  r.sT    1  .',( 

27..'i00 

1S,084 

11,. '.46 

A5SS 1       4  i,-:si 

688 

i!6     2i'6.r'4o:     272.416 

.1        36       10,14( 

1      88,068 

, i 

13'. 

2:             H          97        2 
7ii4j       2,812    19,084  11,63 

■(      667 
6  . 

276 

I 

8,36.' 
294,80S 

80,204 

82! 
1,03 

i'  2.964  8.848 

J  10,6'i8  41 1 ,75.'>  3:l,.'>92    .M9,432 

:      40.128 
1    006,276 

1 

1,32,%:        .',,3( 

Kl ! 

;i;;;;;; ;;;;;;; 

6.2!lf 

672 

4,'.( 

js         1,112 

; ;  1  67;4iVi 

..!           212 

]9,4.%3 

.i  13,486   6,&S4   3,031 
f, 1..     .., 

1  1,484 

1,68.' 

441 

8,46V 

)        414 

1        166 
!        864 

43,106 

n 

7 

6,416 

1        1 

14, 

5|  1,604 1       700       t 

!        4,784 

1,98< 

J 

i;;::;:t!'": 

61,564 

f 

.            -i 

II 

67,644 

724 

1 

10,'22( 

..\          42f 

10,220 

11,60 

) 

\ 

41 

y    i6f 

12,51S 

. 

.1 

2 

S      . 

1 

82 

)    isa 

12, 

^         8S 

8.. 

4>       HAi 

i',:t           .1         K  SXJ 

1      10,4^0 

1 1 

...„i..:::i :.■  .. 

..;        6,99V 

.%,923 

)  33 1,97s  1.1  SI, 4 

' 

! 

■l 

<  3,660  38,004 

491,76 

^lllo,.^^ 

:  76„'.a 

0S,',,2iiS4l,.'>8.'. 

('617,40 

■i  1.1.-.,70J 

417,4 

h1  ;1s,oiiS  1,716,92 

<  5,339,800 

»tiveoxpni(  tniilr  nf  il.Hiii'iit  purl.'*.    Till'  roircct  iiiiiiiitilii'siiiiil  values  arc,  liowi'vi  r.ii.-n  ilMinril  I'loiu  tin-  ciisloin- 
twocouulrks.  Tlic  111  i mill  imports  of  each  couiiliy  arc  the  only  true  aieuauro  o(  the  rtspcciiv,' ,  xiicris  o(  >  ncli. 

TllOtf.  C.  KKKFEB. 


-  I 
ll 


Ml 


r 


410  ANDREWS*    HE  POUT    ON 

No.  14. — Kqinrfs  of  the  ini/n  ijntf  arllchfi  of  Ciniadum  prod  urn  and 


AnhoK,  p(vt 
anil  pitrl. 

I'l.'iiik  anil 
lioard<. 

Cliili(!U'.«. 

CoWH. 

llu 

a 

■3 

rHuii. 

i 

> 

»nnl. 

Wheat. 

I'ortjj. 

S. 

S 

a 

a) 

a 

■a 

> 

•a 
>. 

a 
1 

a 

K 

B 

a 

3 

<y 

i 

> 

|m* 

9 

a 

0 
0 

> 

A 

■3 

Aiiihvi'Mtburf^. ...... 

li'i 

I'i.llH'.' 

! 

80,000 

lliitli  

0 

m 

■i.OltHJl.'.'MS 

1  14M7ft    s'l,!t7'J 

10,(i|s    s,',,l-,( 

l!-'l       l.M.'l 

'82'i  '  \-i'ii> 

1,(112      U,04il 

•n 

iTii 

4,671 

Durwi-l) 

Jl  IMV2 

•1  nil' 

'»i6 

6,i!ns 

092 

'  '22 

29 





ndlcvill,' 

itiW 

9,404 

92        92 



1 

0SI2 

♦1,»2S 

80,688 
60,144 

Cliatliiiiii  

liW 

H,1U2 

1  •'■I'l,     yin 

42,280 

i,i'.M  i.i'j-i   Mil 

f.9.        SO      41 

♦!i'i'»     l.'i'n'     tso 
2,440   0«,70.-»    0,910 

......I          .1  

8,040 

810 

2,719 

ColMllllt! 

Cnllii.iinii'  



660 

CriMlit 

2,  tun    1  (..'"<  1 
l,nn7     it.iiTil 

lt:ill      «.:ns 
7,2><«    .M.niH 

24.^      l,71(i 

1 

1 

1,'M,068 

I)ulll')tlsif 

140 

H,NH 

4!         4 
69;        OS 

1,1  m:  1,412 

612       '!« 

1 

14,986 

Darli!i};t  n 

1 

18,042 

Dovt  r 

DimtiviMf 

6 
74 

8,7(H 

6 

40 

6 

24S      rtjOi) 

l,.'.40 
1  -Js 

6,470 

108 

Fort  Krir 

il 

4 

2,676 

24 

l.noo     0  :i;tn 

11,680 

(Jdilcrlcli 

8 

81 

..  ...|           1. ■.'..■. 

Griifliiii 

H7H      4, !(!)■.' 
4,7{M   •M.m\ 
(l.ii'J7    :n,.ii2 
0,111   4n,rtno 

'4,MH   27, ins 
1 H        !12(l 
fin        4-1 

817     2,.M2 

■' 

ftO        4ns 
4,9v2   2.'!.7M 

406     "Toil 

MS 

n96 
tm 

ino 

60        'i 
42o'  .... 
JIOS'  .  •  ■ . 

....     ui 

200   •••. 

40 
1,71)4 

::.:..! r  ::  

IliH 
US 
Ml! 
lit 
44 

!t,7tH 
■liK 

1,1  MM 
4110 

l,!W(t 

"lis 
211 

'  1:1,1 'j.'i  1 

1,1121      M.il.M       .Mil 
10,^.-<'i   (In.iKHi    i.lii.n 

0  ,440 

47,424 

■.'I0,.')40 

7,488 

146,8ilO 

1,186 

Hope 

Ollkvillr 

•■;:::i 1 

l*t'll)'tilll^MlUIlL'll(>   .  ,  . 

1  ....  1 

PicKlU 

60 

60 

r  .  \ 

6,907 
8  ,640 

(JIlf'tMldll 1 

Kn?l<l(>iktl 1 

849   M,ii76 

104 

8,2>4   i 

1 

Kttwati     .                   .  1  . . . . . 

42 

1!I2     1>'>4    2.1196 

'27!1 

14,170     V'J.M 

41 

1,"C4 
1,6(K) 

'  V,680 

L'ln 

r22,82i 

80.678 

69,000 

1:6 

1.421 

1,410 

8,074 

HarTiia 

HO 

2,111 '«!       lull 
it-.i  il.'i    T.lno 

Sl:iIlli'V 

"276 

1 

20 

1 

240 
12 

6 

{too 

T(0-OlltM 

H.l)«2 

201 

i,rt2 

'  72,niui  IT, -12 

1 

Wi'tlirij/toM . 

1            1 

1 .... 

Whilliv i 

•.»f>      A.U4S 

2,5:17   2n,29rt 
11           i 
8'          fiO 

277      ■'irt      2n 

.■1-211 
24,040 

6 
877 

41MI 
22,4.'.2 

Hn.c-kvill.' 

Maitlaini 

«; 

iJ,17!i 

2,176 

1 

9.VS       2  0 

' 

!trt 

82'      l'^ 

286 

1.0 
80 

21 
17, 

|,fiiKI 

6,100 

1,818 
8,120 

Cotfaii  clii  I,ii' 

I)i<krns(iii'.i    l.aiiil-    ; 
iiijf                             1 

1.12 
fill) 
42.'. 

fins 

1.9:  Hi 

,.l 

10 

40     109 

1  .IIK.S 

Hfi    2ti7l  1.  Oil 

078 

80H 

1,248 

38 

6oi 

6.0 

ilalialioqlli* 

21ii:      42.1 

....|.... 

' 

klat'i.'itoWM  .    .                 

2IM    2.aT« 

lii7 
91 

if-l 

247 
12 

Irt 
41 

6,i4'i   

4,9  4         221         OS 

H',n2s    '.'.'..'.'.    .'.'.'.. 

'  ii'lViS    ""..'.     .[\'[ 

I'ri'snilt 1 

Uivirri'  aiix  liai-in'<   ' 

81     I'l  (fin  .                    .  .  .   ' 

84& 

6,472 

IIH 

l,o,vj! 

.... 

190 

"e 

'/I'lH 

2,ii72 
'"44 
V,'l'i4 

Clan'ii(T%i!lo ! 

KrcliL'lisliintf             

""'ii, 
lll,S 

1 

"'i4oj 

b'.ino! 
•,cn; 

1 



lf<>rifoH     1 

II   niniiii|.''i>ril \ 

10 

',j(MI 

j 2,llKI 

ti.ll.V.'    

Tliil    

1,1  lOS           07 

in4      iii'i      65 

700 

1" 

401 

ImvMv                         1 1 

Moiitrt'iil 

1 

'  '!l',6:.9 

17.s:«i 

iil.f.'S, 

1 

1 

Pliilipshtii'^ 

Pnlhtll                                 .  { 

lli-i;    «,0!lli 

4:< 

44 

llU 

800 

(A-i 

2'<,204     2,.fiin      fioo 

&'iO 

Qui  lice                       .    j            1              ' 

14,'.'7rt 

2S 

194,. '123! 

1 

1 

Ptaii«t.>ail ' 

81.  Joliri 

20l 

1 

fMII 

173,8  'I 

81,S!)i; 

l,t>ss 

1,812 

'     6 

"wi 

a»s 

1,164 

1 

12,841      1.2' 0      276 
70,.'>4o   24,140   M,.'„'.(i 

1 

7,60 

88,888 

Cia'^pp               '  . . .    . 

4' 

f),ir.'.i 

4nii; 

'.'no 

:!ii,:(4,S 

■•;::  :::::i:::: 

:::::l;;::i::::::i::::':  :■■:■;:::;:: 

Milf<n(| 1 

H        12i      23 
2,142   2,!th4        T 

.    .1        ..1  ....1 

824: 
96 

1 

120        C'lO       1 1 1 
40          90        20: 

1,477 
1,700 

UfJiUP** 

Puttfin 

' 

1 

16,60' 

i,286 

1 

21.VK58  286,691  6i;,s«n 

1             '           1 

1.206,608 

TuUil 1 

1 

6,686' 

137,276 

;95,na6  I 

1 

2,193 

1 

6,1681 

1 

5.608 

77,600 

Tlip  yoir  IS.Vl  wa.'f  llic  Or/il  in  wliicli  any  ntiini  of  .  xp  rUinlaml  m^■<  iiiaili-.     It  l«  tv.tiinali'il  l!iiil  uljoul  20  per 
freipirnv  inI^-rCllUrsl:  that  lull  uud  regular  rcpurtu  uf  all  uulwurd  citrg  ca  arc  bcarcvty  tu  bv  vxp^ctcU. 
Mu-VTUi-vi.,  .V.iy  1,  1862. 


COLONIAL    AND    LAKE    TUADK. 


417 


iliir.r.  and 


Wtieat. 


-a 

•a 
3 


manufacture  to  the  IJnUcd  Stales^  by  inland  routes,  in  the.  year  1850. 


!     ;ji  1,900 

■.'...|       4,6Tl 

U'l'V       illl.fiHfl 

'     1    rii.i-H 

"i,i!      4J,'i>'l> 

ls,i!        !i,tV«9 

il.tillV           !'10 

■/,T19 

l.'vS.lltlH 

U.UHS 

1S,(14'2 

|,M(i      ^.■»''0 

'                 1118 

■l,H4H       ll,ftS«t 

i 

■•i.Ti .»  '  ■  ■»  ,440 

.Mi«       «T.4M 

7,(ii,(i    -JULMO 

'      1       T.46« 

14ft,Wl» 

1,185 

■■•■.I      MOT 

1 ■ 

"'ili'i     

.tun 

7. mo 

\-,,^\l     Viifl-i^ 

'      1      llo.rtTH 

1        tVJ.IHlO 

1            1        H'.!l 

1.11" 

'  1  ' 

I                 

97H 

;iiiH 

1       1,'iW 

,    •  (W        as 

■.■.'.'..'   ""14^ 

■  ■'■    1       (Kii 

1           ft  0 

;     ■  I'i          491 

III       lull)             W 

Hi  ;i,'.m;     Rs,h&8 

,„        •^>.        1,T00 

,cji  ,'„;,^iM  1,-J0.'i;>»8 
I  _  I J 

,1  ili.il  ul,(ml20p«r 

.IK0V,1. 


Whciil. 

Hour. 

Hurley  .ind 
ryi.. 

lleimH  mill 

OaU. 

l;ulti'r. 

KgC 

1. 

i 

1 
s 

it 

i3 

3 

3 

1 

1 
a 

rJ 
'i 

> 

1 

1 

=1 

K 

•a 

1 

i^ 

•3 

c/ 

2,001) 
2,1 '24 

i 

"si 

> 

u 
9 

i 

> 

a 

a 
3 

<3 

i 
-a 

1 

> 

3 

|KH,1T2 
S,42t 

( 100 
42 1 

1 

♦25,60.1 
30  47'1 

1,441 

i|r>,i6t 

10,22;) 

M.IT'J 

2,S79 

(1,163 

$636 

26,496     11.1,792 

'i4,ftH 
yT,Aii8 

H,75(l 

7.^,ll•.M 

HI  II 
l,Uli9 

1 ,410 
124 
966 

.t.72H 
160 
827 

1  ,StVl 
014 
161 

■  V,079 

' '  "liaa 

60 

nm 

1,^92     '201940 

42M       .".9, SSI 

«'.i,|ii4 
1,9.41 

.■::.:;i:::::: 

9,176'     4!),91iJ 

9 
1 

104 
4 

12,.')0Si     30,416 

'ijo 

&,71fi 



•«,!14l 

4-18 

auo 

7,4'24'     5l,f.H() 
36        2.21 '2 

2,1  Tt! 

108,MM 

HD.IIOO 

12  ,01)0 

i!7-<,2^i) 

4.'.,Ti>S 

47,21-l 

7,7ii4 

2.'17,18'.i 
304.t8*i 

J8,ll'i    flU.Mll 



460 

18,:i,')il    12,111 

712 

2-S 

24;i 

96 

432,      (iO.I.'iO 

4,li.VJ    17,l".'i 

811 
IlK) 

20 
24 

.'^,016     U^SA'l 

1()0     'J.sTH 



\,Mi      l.'i.C.iM) 

tn.Tia!    t.;Wii 

5.1. '.2 

i,496 

2,022        686 

49 

tCo 



1.2II8I    11112 

11,200 

1,52S 

1'20 

H.OSI 

H6,:H0 

^,.'^2o 

...      ..1       - 

1 ..'   . 

6,922 

Olio 
12,0lli! 

2"4 

1 



4  s32 

.<i),8IO   .V.',i'.>ii 

•J  1 '1,4 16 
«i,7|ii 
9:1.1  i:<'J 

11,716 
1.V, 

!l,172 

1,212 

.•il4 

6,10S 

6>S 

261) 

8,7:16 

80,608 
111 
141 

6,9  U 
86 
4J 

ii2 
l.M) 
676 

1,.''>oo 
6,576 



352'.  loo 

47,11111)     7,ii'.') 

1         T2 

i'j 

6,V3«'    127.924 

Ilit.'.tlil    'ii.'M't 

lt,77«i 



f>,u61 

8^',060i    3SM.II96 

ftfjBil     1,'JTii 

1 

1    ii,r2s 

17S.U4rt 

m,74l|    8,C79 
40.)          H9 

l.W;i 

1      «"" 

ftl 

sa 

4,110 

1,096 

4 

l,0.'>l 

2H 

72 

1 

1,2921       2  260 



1 

4.'4 

tl.Oliri 

4,T!I3        r>it.i 

2,.t56i    3,000 

1  7(111 

M8 

m 

0 

64 

'             1 

2,2oH 

Vt.ibi 

i       .     1 

i 

2,dS4!     lU.'iiM) 

1     . 

1            1 

.  1 

404 

1 ; '"  ...i .... ' . :. 



12,S* 

1    '      U->      803 

1 \ 1 

74 

44 

2,068 

8SSj      86 

540     7,'249|      7-.S 

16,'.'64      ««,oio 
2,400        7,:tl6 

4<i,'J,*iO   lii.iiii 

'     41.616 

1  :l7,:tl»2 

V'M'l 

fit.lHH 

:        1,1112 

......1    . 

1,  07 

2.7s'i 

5,"  16 

600 

116 

872 



416 

!i8,ls,S      l-'4 

4,164        2.JI)         lO 

20,H4O     llK.'rflS 

11.%,:!  S    .'11,(1.1 

4..Vi|     2,1  IS 

,  H,  04  ;;,i24 

l,:U4  1ii6,95i 

.'1,172   

2.'i2    10,o(Kl 
601       4H6 

1,044 

' 

27,1><S    I'llLMil 

ll(^,r)^»    a.iiwi 

M  7'Vi    I;),5;m 

2,001 

02 

16 

(VI4 

8,4'J4 

1 

176      .'.M,s72 
1,2  tS     137.t'il2 

1,1  HH        -.a? 

1 

.    912 

11,244 

10,8t'4       7:t.2-i4 

6,19(1 
l,-li.^ 
»,iH- 

4.'. 
8.'''J4 

SS         f,"M, 





t                 1 

soy 

922 

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,      12.. 00 

1 

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21 

lSo|        3..<i'>t 

ti-jo!      'J  id 

1          72S,        11         12 

ill) 

,         i'i    in.22;l'     2.2!il:       .'io 

.\VJ 

2,1^36       14.6.1-* 

i,'2,Ma' 



1 1 

l.'Uo        .l.o-jl 

9.ta         1 

10        lUJ 

1             4 
j       1,79-J 

1       8;J        la 

t 

74 

1       2S 

2,2  i  9 
307 

•iio,       .12 
112|       10 

36o: 1 

42S   1   . .    . . 

1             1 

964       lo.2'..| 
fi,,V)H|      28,4-24 

.    .1 

1 1 

::.;..i:.:' 

IU8          Ui 

1           *" 

; i  ... 

toy 

44 

2,'27o 

88.s: 

I 

oioj       .|.i;:t'i 

1        i 

1 

4,9  .41        4,!t>S 

404          17 

1           "^ 
j          Mix 

' 

60 
1,0110 

!l6i        HI 

2sl    3(11 

29'. 

SOI 

t,4Sj 

i!l'. 

2,2161      ll.OlKi 

601)1         &i 

2.')2 

[ 

1     SO 

1      1!» 
31 

)i    1 

9,372       1.1, .'.7ii 

1                 1 

1 

1  '.. 

3,lo0       12,144 

!l;).J   

, !        1 

i r:    1 

ta 

j       ;'j!    4.,'i«7 

7IJ 

!   i 

111        4,44^1 

1 

o.aia  

494          11 

1     6s,6't6' 1        4i 

i;            72i        14:          4 

1                1            1 

1 

1 

H,7o4     ll>1.243 

:ioS 

j      82( 

1,4,M 

88S 

MO 

2,.884   

1 

3'),i.S4     liu>,>72 

M'l 

1 

1 1 

1 

A'l  6"o      7^  136 

M-l 

17,1 1'i  4'.:;)i 

4          «:t          12 
P    \M,\n    4,767    2,12( 

l.M 

■2.^,94^ 
1 

76        7o| 

13,1112  :'.91,o,'i2 

! 1 

111 
lo8,11i 

2  2 

2,;w'2  ; ' 

9,2'.>4  37'<,495  24,911 

ll,(;4.s:      f.o,p-i4 

•2'J-.',o'2ol,'22"^U 

7,9.^6        7.'J,'i6 

"r,iHO, " 

1,860        4v 

1        1 ,9.»( 

1 1 

970,      mi 
\ 1. . 

"is.- 

! 

!""9'j 

■-.,. 

^ 

"'3-1' 

1              1 

20> 
1,.'>1, 
1,1  irJ 

44- 

tl          61  iS 
1       4,1 -.'4 
ll     37,2^4 

1 1 

1 

1 

j 

1           414 

■:::::::::::>:;:;■;;:  ::::.;i;:::;:i:;::;: ;:;;;; 

KM 

;      ■         i 

104 

;;:::. !..;...•:       ..:..:r.    i..  :. ...;.: 



I'::.'  ■.'■■•■i 

4,08' 

!        4,0  3 

1 

. 

' 

J 

' 

1 



1 

1  ■ 

1 

193,740  4,'.2,,'>S91,4»l,376  02,591  29,708  56,519  '29,'292  6,')5,0.'}9  157,852  4,712* 

___       I  I  I        _     I  I      _       I I  i  I         _! 

Mot  Bliould  ba  addud  to  Uiu  above  (ur  Uia  real  orer  tlia  reported  cxportH. 


27 


40,32'^  847,269  '25,74^  647,948 5,0o9,440 
^1 ! L__._l 

Theru  lire  $o  jnan.r  ferries  and  such 

T110,'4.  0.  KKKKKi;. 


II 


i 


II 


!!     1 


■IIH 


I 


i 

i 

s 

^   5. 


IN. 

"^   ^     El 

Iff 

111.: 

k  c  »; 
pi 

'  «  r 

\h 

F        O     t'         , 

ji  a  o 

I    flfl   u    ,' 

6  B  .1 
.   5<  c 


S     '   hi 


-I 

a  © 


•r 


I 
I 


I   I'  •: 
1  «  = 

i  £ 


3 

-a 


I 

3 


a 


^ 


'^:, 


ANDllMWS      lUOPOIlT    ON 


Tl  =  3  -r  / 
C<J  "T  f  t  ?l 

•/  r:  7^      « 


3  -J  x  f  ?t 

4  M  twS  =  r^ 


,  to 


-r  71  71 


-r  I'  -r  7 1  O  —  T 
■J  71  Tl  — •  »r  1  •  -r 


•«;  T  «  vO 


? 


■J5  -r  •r  /. 
—        71 


O  —  T  *      .  •.»  i 

—  «  —  ?l       •  I-    I 


•^  -^  71  71  T 

""  ri  —  2  ~  '•■ 

SI  — 


r  •»■  -T  -^  71  /  c 

r  -^  71  71  — <  s  X  ■ 


r  -r  r  C  -r  '^  -  71  =  -^  «^ 
71  7»  X  71  /I'  >-7  'O  71         — 

«  —      I-  71  —  r-.  —  .X       ~. 


•'  -  -  ■;s  2!  ''  ^, 
71  =  r7  '  •  ■ 


7J 


=  r7  « 


*-5 


3    7 


fc^.  1^  ^ '  •  y  - 

u7        Ct  71  7< 


n   5 


^1    •  _ 


I. 


Ci 


« 


C7  = 
7»  X 


'A 


.If 


■  > 

71  I  * 


i-t'  71 


n 


Si 


.  ^         -    I  IB 

■^  JT:  '*"     *  .1.  *  x:  ■" 
-  C  O  -A  -  -  w  w  CL  Cl. 


c 

■BM 


i 


I 


roi.OMAI.    AM)    l-AKK    TIIADK. 


419 


,i  i 


l\ 

3 

'^ 

T, 

•f* 

>t 

» 

t 

s 

^ 

!o 

¥i 

< 

Sr< 

•< 

■  > 

;  < 

ll 

V'^ 

«    ■> 


CI 

in 


ffj  CI   1  5 


r.  r 
I  '— 


f. 


•»       « 
M 


:  fc  : 


c» 


2  :  C  '■ 


No.  I(). — (hiirral  stdtrmciit  Hhomiifr  imports  into  the  port  of  Sni'  CutH-fe^ 
ilistrict  of  (iaxf><\  for  tin:  ijntr  nidinff  Jtiinidrij  .0,  \Hh'2,  ilislininii^hinff 
lliv  <i)Uiitrii'(  from  irluncv,  iiiid  thr  roi/fr  Inj  ir/iirh  imimrtrd. 


ArtiilM, 


Totiil      I 
i|(miititioN.! 


Totiil 

Villlllt. 


From  (>. 
I    hrituin. 


From  If 
Mtatuti. 


I'otroo,  trr.-cii cwt. .      !•,»  2  'Jl  ! 

Hiijiiir,  rtilitud ilo. . .'  1  '-i'i  , 

(itliir  kiii''H (In. ..I    I"',*  (I     .'i 

MojiiHMi's tl').,.'    i;)4  I)    17 

'I't'll |i(>llllilrt.  .'        10. ^^41 

Toliiic'''",  nmii'it'ai'lurctl  ...do...'         I.Jj.'ilJ 

Snii'.r do...:  !l;.' 

Willi' ir^tllii'lM.  .  ;i.'i 

Fniit,  dried 

S|li('l'!t 


\  iiicKiir L;nlloll^. .  "I'^'J 

('o(()ii  iiiid  I'hoiiiiiito. .  .|ifMmdH. .               1<I() 
(  '  !tlSM 


I.i'iitlicr,  t.iiliird ' 

Oil,  ('.\<'<>|)t  )iii!iii (rulliiiiH, .  4.'>!l  ! 

Turk,  iiii'h.; 'Wl, .  (i  ( 

Maiiurai  t'd  ciiiKlk'H | 

I'oUoii 

It'.itlii'r  IkhiIm • 

liiirdwar.' 

liiiL'ii 

wool 

articiuH  tio*  )'iMiiir'i 


("..il 

|)yi'HlMtt's 

Iron,  linr,  rod  ... 
Iron,  lioiliT  jilatc, 

Iron  iiii(i|iH 

I.nr.i    


l,«Ml! 

I'ilili  uiul  tar liarrcU.  . 

Uo]"'     

Hrsui  add  losiii barri'l.  . 

Til  Mow 

Otiirr  urtickx  nut  (Miiiiiiuratod.. . 


■■^4 


4 

•lllli 
l.dlii 
',',744 

20 

I'J 

:isj 

7G 

4 

4 

:<tHt 
:i44 

44 

lllH 

.'),(t!t'J 

'J,(|H4 

1,4IH 

•J,;)  10 
:>.rjo 

li,tW4 

H4 

•J4* 

l!l:J 

l(i 

'M 

9G 

7fi 

',>->0 

.'i44 


l.CliH 


'4H 
7(] 


irifi 
a  14 


lOM  I. 

.'.,IIK4  . 

I. !»,')(;  I. 

i.itw  . 

:.'.:i40  . 

•.,iao :. 

r.,;Vi4 

•M  ;. 


I!l'2 

ik; 

7(i 

r.i4 


4 


I 


Froo  goods. . . . 
Total  iiii|KirlH. 


.•(;«,, '■.(10 
•JO,  17(1 


•}.'., 'til  4 

i;t,;>'>o 


Free  llimit^,  j 

.AniniiilH,  pins niitr.lmr.  .| 

Hooks do. . ,' 

l>rawinKs 


:)•,» 


Maiv 

Soda 

I'df'l' poiiruls. , 

Hread cwt . , 

('lioi'(dat(' |MiuiidN. . 

Fioiir liarrcls.  . 

KisI rwt. . 

Mi  list  (lilts iiiiiid>er. , 

<  )il.  I'lsh iralloiiH.  , 

fork poiiiids.  , 

.^alt Im.-^li.-I^.. 

Wcxid 


All  the  1,'u'uls  iinpii'ttcl  liavc  ln'fii  l)>-  so 


From  ItritiKli 
N.A.roloii'i. 


ffiGO 
lOH 

m 
ua 

4 


:i40 


$l<)4 
M40 
'104 

LOOK 

IC 

98 

8 


4 
4 

140 


44 


4 
124 
976 


I .  l.VJ 
48 
'24 


lf^8 


7.'i.W 
tJ.'25'J 


.VMlHO 

.•t'.t.HOH   ; 

:i4o  ; 

I.T..'i08 

I J    . 

1 

I" 

•JOO 

1,'Jl.^ 

17") 

:»;.-)  ; 

4  h^'it!  > 

.•i,:to^ 
1)1  . 

1.7-Js 

i-j,(ii-J  . 

:>so    . 

i:;ti  '. 

1..-..V.) 

IK)    . 

;t.:itifi  .... 

i.tiat;  

'.'. ie 

88 
'J  fil2 

1 

:t(!(i 

1   400 

•28 
280 
136 

!.s.(;4U 

1  /J.SS      

364 
440 

t 

i 

•'').17U 

ri.ft-.'o  1 

^^252 

.1.   FUASKH.  ViUectQv 


420 


ANDREWS'    REPORT    ON 


No.  17. — Abstract  of  the  trade  of  the  port  of  Quebec,  shoimig  the  ships  aiid 
tonnitge  emidoyed,  and  the  relative  value  of  the.  imports,  distinguishing  foj-- 
eigii  goods  from  goods  (f  British  produce  and  manufacture,  during  the 
year  ended  January  5,  1852. 


Countries  from  which  vessels 
uuturod. 


From  placo  of 
cniry. 


United  Kinjjdom 

British  North  AmoiiiMii  colonies, 

Gibriiltar 

France 

Spain 

Portugal 

Sicily 

AniHtcMhun 

Antwerp 

Flamhurir  

Norway 

MaHona 

Punton 

West   Indies 


88!) 

i8;j 

1(5 
.•n 
1 
1 
1 
1 

6 
8 
1 
1 
1.1 


Tons. 

4U(),7i}8 

18,4()I 

581 

4,(1!)!) 


Value  of  imports. 


Uritisli. 


$3,.342.87f) 
1:34, 4U8 


VA 


Value  of  fuiulry  tjoods  ior  warc- 

hiiu»u 

United  ytales 


)4 

1:^!)'.) 
Ii2!t 
212 

1 . 4:i() 

2i:< 

HI;) 


Foreis'n. 


§340 

2;),3(!l) 

8,2(i4 

G,4-,>8 

r),:{(iH 


10,728 

:kii(M) 


'.t.OU 


:i,r,»H  27, ."{H! 


145 


8(i,r>()4 


J     :{:i.:m4 
.'    12;),  12s 


Total l.-JOf)       ;".:r.,821       2,477,284 


2t)4,31() 


Total. 


*2 


,342,876 
134,408 


•13.''),  1.^4 


12<),12S 


2, 741, GOO 


•Tl;c  value  opposite  forcii^n  places,  except  tlic  I'nited  States,  is  that  whirli  was  entered  for 
homo  coiisiiniptiDii.  The  balance  of  $')j,;!l-t  was  placed  in  Ihf!  wareiioiiRii,  for  \vhich 
Uo  Hcparate  dt  l.iil  was  kej)!. 

Ci'STOM-KoisK,  (Ji  r.iiKc,  Janunr'j,  If^iVi. 


No.  18. — A''Stract  (f  th''  trade  (f  thr  purl  of  Quebec,  showing  the  ships 
and  fi'nnagr  fmofoi/ed  and  (hr  riht!:re  rohir  cf  thr  rxporls.  distinguishing 
foreign  grinds  finnt  gii:ids  of  British  produrr  and  nianujiic/urt ,  during 
the  year  ruded  December  31,  1851. 


II 


Countiieii  I'or  wiii'li   llie  vrsr.cln 
(  h'an.'d. 


V('j<"'!s. 
No.  T(>i."<. 


United  KiiijfJoni 

Uritish  North  American  i.oloiiicB. 

Port'iiral  (t  )portii) 

W'e^t  lii.liM  (Tiinidad) 

Coldin'ii  I  (l'')rto  ('al)i'lli)) 

United  States 


1 

o 


Vahie  of  exportH  in  dollar.^. 
Total. 


'IJrilisli.      '   t'orcijn 


1,312  !  .172,7(;o  .'),i:t(»,070 

171)  ii,74H  ]  :i7i,t;:ii) 

2  ,  428  :  4.4(;'.» 

I  '  2;tl  I  4,'.»77 


212 

704 


1,:W4  1     5-if),0KJ 


!),()4s 
.'),774 


.'•.,13'^, 81.3 
77, .^19 
4.4(i!» 
4,!t77 
!t,U.',H 
2,134 


">,.")2(i,877  I       2l>,U(i-l         .'>,;'.4(i,'J;")5 


•Thowo'd  Uritish  is  ii<!pd   in   co'iiradist'nclion  tn   llii»  word /ijr^i/fii,  most  of  the  nrticle* 
exported  b  ,■"(  of  eoloiii  il  ^rrowlh  and  pri,dni:i'. 

Cuiroji-iiousr.,  (iiEBEc,  Jaiixmri;,  I8.')2. 


COLONIAL   AND    LAKE    TRADE. 


421 


[pa  a  lid 
vgfor- 
ing  the 


Total. 


12,34-2,876 
'     134,408 


.     M3r),134 


'        1-2*),1-2S 
ir,741,600 

as  ciit«roil  for 
,,   for   \vhich 


ihfi  sfiips 
m,  tlari'ig 


ilollarn. 


Total. 


5,;'i4fi,'J"'5 


a  of  till'  nrtiolo* 


CO 


lO 


J.. 

g 

5: 

c: 

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% 

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422 


ANDREWS      REPORT    ON 


No.  20. — General  slatcineiit  showing  the  mpnrts  inlo  the  port  of  Quebec  for 
the  year  ending  January  5,  1852,  distinguishing  the  countries  from 
whence  and  the  route  by  which  imported. 


|.i 


I  f^ 


Ariicles. 


RVTRUED    FOR  CONSUMPTION. 

Coflec,  green evvt. . 

Sugar,  rvtiiiud do. . 

otiier  kind.s do. . 

nioliiHscs do. . 

Tea lbs.. 

Tobacco,  unniiinutlictured do. . 

inaiiufucturcd do. . 

Cigar.": (lu. . 

SpiriUi,  bran<iy galls. . 

Gin do. . 

Rum do. . 

Whiskey do. . 

Cordials do. . 

Wine do . . 

Rice 

Sail 

Fruit,  jfreeu. 
dried  . 
Spices 


ToUil  quanti- 
ties. 


Total  v;ilue 
via  the  U. 
States,  in- 
land. 


Total 
b 


value 


1,207  a  2(; 

1,274  2  24 

2.5,371  0     I 

20,102  0  10 

.•n0,2<j() 

22;'),  082 

91,583 

1,548 

24.540 

27,591! 

7,065 

1,859 

62 

65,525 


. bushels. 


314,322 


I 


Confectionery  and  preserves I 

Maccaroni lbs. .' 

Vinegar ^.^alls.  ,| 

Grains,  liarloy  and  rye ' 

Uoans  and  pease 

Meal i 


1.510 
14,775 


Flour bbls.  .1 

Provisions,  butter ''wt,  .1 

Cheese do. .' 

Meati,  s.iit (Jii.  .< 

Hops lbs. . 

Ale  an<l  burr galls.  .| 

Coroa  and  chocolate ' 

Fish,  salt  i'.iui  |)iikli'ii 

fresh ' 

F'lin: 

Glass 

I/0,ilb(T,  i.iniicd 

Oil  ijf  all  sorts gall.-<.  .' 

Paper 

Seeds 

Manufict'ires,  c;indii's 

cotton 

lc;i'ln'r 

Inili.i-riiblji  r 

iron  iuid  luird\\iii(.'  . .  .  . 

linen 

Hllk 

Wlidii 

WIJllI 

MacliiM<:ry 

Article:'  n.;i,  cniiriier.ited 

Hurr  sloncs  iin\vrou{r|it 

Chain  c.il.lc.s 

Coals tons.  .1 

Dyestiills lbs.  .' 

Flax,  !i(!in|i,  and  tow tons.  .| 

ilide^ 


371 

•^  0  19 

83  2  23 

199  3  10 

340 

10,. -,52 


^'7.71(il; 
".I 


1,()(X) 

60,855; 
15,148 
.-ilH    19  2  18 


T 


83,100 


15,. 592 

4,368 
7,284 
1,.392 


442 


952 


1.192  i 


I 


444 


84 


J  6 


260  I 

372  : 

2,068  I 

68  I 

640  I 

92  i 


1,048  i 


5.  IH)  I 
4,960 


1.492 
11.(196 


3,304 


iV  sea,  via 
St.     Law- 


$8,796 

9,. 548 

114,052 

27,064 

55,296 

11,0.52 

3,9.32 

588 

17,7,32 

9,280 

1,964 

1,180 

100 

.30,640 

7,464 

18,824 

3,232 

7,584 

6,360 

708 

148 

1,812 

136 

28 

3,792 

532 

8 

1.06S 

944 

40 

5,. 504 

732 

29.128 

2,156 

14,192 

24,8.56 

14,488 

49,152 

7,364 

3!I2 

.3 ,  5^s 

318,804 

8,. 536 

1.56 

403,744 

75,64) 

101,8.52 

9,161 

.3.3i»,0>0 

4,440 

346, 1^8 

1..300 

43.724 

95,976 

6,712 

19,244 

1,161 


Total  val- 
ue of  the 
wliole. 


SH  1,896 

9,584 

114,052 

27,064 

70,888 

15,420 

11,216 

1,980 

17,732 

9,732 

1,964 

1,180 

100 

31,. 592 

7,464 

18,824 

3,232 

8. -.6 

6.    "'■; 


136 

28 

3,972 

976 

8 

1,068 

1.028 

40 

5,. 504 

732 

29,144 

2,156 

14,4,52 

25,228 

16,. 5.56 

49,220 

8,004 

484 

3,. 588 

319,8.52 

8,536 

5,636 

407,704 

75.6J4 

101.K52 

9.164 

340,. 572 

4.440 

360,284 

l.:t()0 

43,724 

95,976 

6,716 

22,548 

1,164 


\bcc  for 
:s  from 


'otal  val- 
ue i)f  the 
whole. 


#ll,H96 
9,584 
114,05-2 
'27,064 
70,8«8 
15,420 
11,216 
1,980 
17,7:W 
9,732 
1,964 
1,180 
100 
31,592 
7,464 
18,824 
3,232 
8,'i6 
G.     " 


It  , 
l\ 

i2  I 

.11  i 

.1)1)  I 
■-'1 

76 

12 
l\\ 
161 


136 

28 
3,972 
976 
8 
l.tUiS 
1,028 
40 
5,504 
732 
29.144 
2,156 
14,452 
25,228 
16,556 
49,221) 
8,004 
484 
3.588 
319,852 
S.:i36 
5.636 
407,704 
75.t;»4 

ml.  8.52 

'.1.164 
340,. 572 

4.440 
:j60,284 

1,300 
43.724 
95.976 

6,716 
22,548 

1,164 


1 


COLONIAL   AND   LAKE    TRADE- 

ST ATEMENT— Conti  lued. 


423 


Articles. 


Total  quniiti- 
ties. 


BNTGAED  FOR  t  ONSL'Ml' I'lDN. 

Junk  and  oakum cwt . . 

Lard kegs. . 


3,. 528  2  15 

448 


Lead < 

Ores  of  metals | 

Pitch  and  tar barrels.]  2, 195 

Rope tons...!     618  10  0    3 

Resin  and  rosin barrels.  2.391 

tons.,.'      33  17  0  22 


Steel 

Tallow 

All  other  articles  liable  to  duties  . . 

Pork,  mess tons. 

Leather,  boots  and  shoes 


67  13  2  14 


Free  goods.  ' 

Mai/e barrels. 

Other  free  goods 


17,461 


Total  value 
via  the  Uni- 
ted States, 
inland. 


$1,812 


Total  value 
by  sea,  via 
St.  Law- 
rence. 


Total  value 
of  the 
whole. 


$12,860 


476 
72 

"*7",6G8 
'i,i"808 


1,276 
200 

3,916 
97,748 

3,324 

5,012 
15,7.36 

5,796 


J- 


792 


GOO 


5,744 
51,200 


$12,860 

1,812 

1,276 

200 

4,392 

97,748 

3,39G 

5,012 

23,404 

5,796 

13,808 

600 


5,744 
51,992 


Value  of  sundry  other  goods  entered 
for  the  warehouse 


93,4.56  I 
20.5.']6  ! 


2.474,728 

746,888 


2,. 568, 184 
767,424 


113,992 


3.221,616  I  3,335,608 


From  (Jreat  Hrit;iin ^712,625 


From  the  I'nited  States. 

From  Itritisli   \ortli  American   colonies. 

From  other  cmiiitrips 


.39.277 
40,882 
41.119 

833.903 


$2, 8.50.. 500 
157,108 
163,. 528 
104,476 

3.. 335, 612 


NoTR. — (iood.s  arriving  nt  QuelK'c  for  tnin.shipment  tooliior  ports  are  not  compri.sed  in  this 
return. 

CuiTOM-iliii:sn,  <jLf;iirc,  ./aiiunry  21,   1852. 


I 

i 


■  1 


f  H    i    I' 


I'J 


424 


kO 


>> 

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CM 


ANDREWS      REPORT    ON 


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ANDREWS     REPORT    ON 


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COLONIAL    AND   LAKE    TRADE. 


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427 


428 


Andrews'  report  on 


No.  22. — An  accmint  of  ihn  sfaplc  art'uirn,  the.  produce  of  Qmadn,  ifc., 
exported  in  the  yv.ar  ended  ly^l,  as  compared  xellli  the  year  ended  1850. 


POUT  or  tiUEBEC. 


Description  of  articlcB. 


1851. 


Quantity. 


Apples barrels. 

AkIich,  pot do . . . 

pciirl Id. . . 

AeIi  timber tuns. . 

Hnrlcy niiiiots. 

ItattcnH |)ie('i'H, 

hwW 


.ti( 


Unpf barrels. 

Dircli  timber tuns,. 

jii.'icuit cv\'t . . 

Ituttor pounds. 

Deals,  pine  imd  spruce pieces. 

Klni  limber tons. . 

Flour barrels. 

Ilnndspikes pieces. 

f  ioooR do.  .  . 

I.ard pounds. 

I.athwood  and  firewood eords. 

MaFts pieces. 

Meal  (com  and  oat) barrels. 

Oak  timber tons . . 

Oars pieces. 

Oats bu.^hcls. 

Pease  and  beans do . . . 

Pino  timber,  red tons. . 

\vbit(; do.  . . 

Pork barrels. 

Sliinjrles Iiiindles. 

Sliinjrles pieces. 

h  pars d 

Staves M . . . 

otlior do. . . 

Tamarack  wood tons. . 

slee()ers pieces. 

Furs  and  tikins 


71C 
:«,(IH'i 

a.dit; 

l.(M(l 

4.HI18 

120 

.'iG4 

•">  y.^j 
ijao'i 

3,H!t,«ll 

.'l.l.tilf^ 

141,143 

5,3'J3 


Value 


4.''..47'J 

.'■.,. '>07 

(i71 

2,H;t7 

yy.ius 

il,074 

5,H'27 

11,543 

90,4H8 
41(1,(191 

'j,(;:i(i 

50 

44,0()() 

I)  _  o;j'j 

"23(! 

.1,^07 

431) 

l!»,7.-)iil 


*2, 

Hi, 
37, 
J4, 

1, 


4, 

12(), 

5(37, 

l!t(), 

.'i7(). 


404 

<)(l(l 
37 -J 
9(1(1 
4(is 
9G(t 

,2GH 

4(i8 
.37  ti 
59ri 
4WI 
124 
H7(i 
9(10 


y,2.)() 
32,080 
67,100 

y,97() 

1H9,3(W 

4..^3(; 

2,27(! 

H,9()0 

45(i,2,32 

,.')()8,:)28 
30,424 

2,'.0 

44,(;40 

34.07(i 

348,  OGi) 

2,028 

4,0()'^ 

12,2(W 


1850. 


Quantity. 


4,G71,048 


CisTOM-iiOL'SE,  Qu<fe«c,  March  13,  1952. 


2,434 

1,092 

1,713 

3,470 

5,.'i83 

121 

092 

4,013 

1,0.35 

182.023 

2,995,7(14 

38,lfi6 

151,094 

12,415 

G,200 

4,320 

4.423 

(i20 

2,970 

27,600 

17,4,35 

11, .'.41 

6,. 143 

89,G.V2 

32(),0.33 

2.394 

271 

•)a,(H)o 

3 .  22'.t 

4,V2 

3,G22 

915 

28,195 


Value. 


#1,764 
6,720 

31,008 
(1,852 
1,120 
2,080 

9,408 

28,. 524 

2,944 

22,628 

.584, 7«4 

220,976 

643.028 

2,080 

200 

392 

26.2.53 

62,000 

8,688 

251,  (K)4 

8,720 

2,760 

3,748 

468,976 

1,0.55,096 

23,788 

348 

(;4,580 

,58,340 

263,100 

4,G76 

5,808 
11,788 


3,881.280 


COLONIAL    AND    LAKE    TRADB. 


429 


1 .1850. 


Value. 


11,764 

6,720 
31,008 

(i,H52 

l,l!20 

y,0H0 

9,408 

'28,r»24 
1>,944 

r)S4,784 

'jao,976 

fi43.02H 

2,080 

200 

392 

26.2S9 

(52.000 

H,ri88 

2r.l,004 

8,720 

2,7cn 

3,748 
4fiH,076 

1.  ('.').'),  oyc 

23,788 

348 

(i4,5H0 

r.8,340 

263,100 

4,676 

ri,H08 

11,788 


3,881,280 


No.  23. — An  account  of  the  sfap/c  articles,  (he  yroducc  of  Canada,  Sfc.,  cx- 
porleJ  in  the  year  cmhd  f)th  January,  1852,  as  conqiurcd  with  the  year 
ended  5lh  January,  1851. 


Uencription  of  ([oodi. 


POUT  OF  MONTUR.Mi. 


Vear  ciidcci  Jimiiary  .■),  18.')2. 


Acotato  of  litiiR 38  cnHkn. 

Applui* j  ,'>ir>  liiirrols  of  iVtwlt  and  1  Iid.x  driud.. . 

AbIu'h,  |iot 21,042  barrels 

Aiihos,  puarl    I  6,:i21  b.irrols 

lUcoii  and  liaiiis I  4  liliJa.  l)aouii;  ,'>  hiidii.,  38  liurrc!)*,  and 

'       32casks<,  nbarrtdw,  jj  h,irrt!l,3  Iioxch, 

!       ami  4r>0  lou.so  liains;  of  tiicsi!  ;">  lilids. 

I       ttiul  12  looM  liariiH  loroii,'!!. 

lialnam '  .'iO  ki?gn  Canada  and  1  box  chrrry. 

Kurlojr j  1>  barrtds 

IJoof :  ^'.)8  linrrt's,  (i7()  iiarrnls,an<l  12  liajlbar- 

i       ri'ln;  of  Ihoso  il8  bari'olfl  beof  (orv'\gn, 

IJeonwax I  a  (.ii-n-os  and  1  ra.-*k. 

Biucuit 1  2,',)(»9  bags— 1,4(;m Canada,  1,441  nian- 

ut'actiiri;d  in  bond. 

IJran ' 

Urandy !  iJO  liorrsheads  (foreign. ) 

Hroad '  491  ki.rs. 

BnckH [ 

ISrooriiH,  corn ^  ,'>.")  do zmi,  I  packagi-,  and  1  broom. 

Uuttor I  20,767  k..,'s,  Ji)ari(>is  and  12  liujfbnr- 

I       rcls,   1()4  firkins  and  :.'.")1   tidw,  35 
niinotH. 
Cnndles 113  boxes— 10  I!ri;i>b,  3  Can.ida,  100 

I       inariiil'iiclnred  in  bond. 

(.'anl-iron  waro '    ]H  slovt.s  iind  H  pieces. 

♦"'Inx-Nn :   112  tien  rs,  77  b.irrels,  4  bo.\(>s,  2  paik- 

i       iigei",  I  eask,  1  ca^e,  1  eliecsc. 

Cloekrt :  8. 

(^)rn,  liiJi  III .'i4,(J')S  biisliels  :i;u!  20ll  b.i;j< 

Flour ',':ii», Kill  i.,irrels-i-J4,4l);i Canada,  6, lMi;t 

1       I'ori'inn. 

Furniture '   11  piiek.iges. 

FufH  and  akinn ;   l.'i  p,ukiii,'es,  Hi  i  asks,  8  r;ises,  1  pun. 

1  tierre,  1  b.irre!,  and  1  b.ile. 
(ilaiiH !    i;t  l)oxe.s  and  9'  boxe.s. 


Year  ended  January  5, 1851. 


909  barrcln  frcsii. 
14,f;J4  barrola. 
7,250  barrels. 
5 18  packagu.s. 


19  harrolrt. 
1,8;>3  bands. 

65  barrcln  and  204  bagn. 
1 ,000  bushok. 

8,000. 
10,015  kegs. 

189  boxes. 

133  paekagCH. 


Orel 


43  kv 


OroalM "J'.t  liiilf  barrels*. 


I  loofH 


loiH,  'J  e\vt.  and  5  poundn. 


Honey 3  boxes.  .3  tiiiM,  anil  1 


II 


orns  ami  bon'-s 


(i,49()  |',.ni~i,  and  .'il  ton*,  (i  ewt.  bonei 


41,1'.)1  buHbcIs. 
12'J,74U  barrels. 


23 


;>gefl. 


;15  tons  liornH  niid  boiio.^. 


l^ard I  -j:!!)  b.irr.-ls  and  !.•*>'  kegs;  of  liiesi",  20(1  !   4  barrels  and  20?  kein 


buirels  foreiirn. 


iindior,  viz: 


ItoardK '  6,907  p; 

l)e;ils '    1,-Jl-J  p 

Itillet:; 


7, .187 
3,14(i 


6 


iiulsiiilie.i  , 


II 

Mapli'". ;) 

Oars '  M 

.Suwed  lune  ....'.. 


Pi 


Ml I   1H,I)32. 


(.)  p;urs. 


l,3(i' 
338  1 


Walnut 5,0(10  feet. 

Staves,  Ktd.  and  ,  2J2,73'.t  [>nee.<  std.,  S,21S  barrels. 


b; 

rumlie 

lleadin 

l/Iiml,  Indian. 

oal.  . .  . 


231,861  piece.s  ntd.  and  bbJa. 


292,ls:i  i.i.-.-.'s I  375,400  pi 

2.(11)0  pieeer< I 

1 ,5.31  barrels 


1,019  barrels  and  12  lialf  barrels. 


If  nphtim j    11  caHcu  and  B  canks. 


1.4 

532  barrels. 


I  :  I'arreis 


;i 


M 


430 


f! 


Andrews'  hepout  on 

No.  Q3-I'ORT  OF  MONTRKAI,— rontiniied. 


DoMcriplion  of  jochIh. 


Oats  . . . . 
Oil  ciiko. 


Your  cnilod  January  !i,  lb5!i. 


Year  oiidcd  Jummry  5, 1851. 


Oninna 

Ores,  coppi-r 

Piiils 

PvaH 


Pipes,  tobacpo. 
Pork 


Salirratiis 

Seed,  viz: 

Clovor  ,  ,  , 

'riniotliy.. 

Millet  .... 

Fhi.\ 

Snap 

Starch 

Sdgar,  iiiaplc  .  . , 
Sirup,  ninpii' .. . . 

Tonguns 

Viiipirar 

WlHUt 

Wliiskov 


rt'lH. 
101)  Ixi.xcw  ttiul  (J5  half  l)uiCi. 
4ir)  bnrri'U. 


Wooden  nmnunicturcH 


1,07^  iiiinot!<. 

i'rt  tons,  H  cwt.,  3  qrs 1  1200  turn,  T.dOH  piei  cf,  and 

'J4  l)arrolM. 

IfiO  harrnln  and  24  hufdifls Kr^  barrel.t. 

41.')  tons,  !i  cwt, 

ri.'i  do/un,  I 

(ll,47(!ltMslifil8,  .')i.TbarrelH,nnd50lwir  j  !>09,874  bu«liol«nnd  <0<)  bar- 
bar  ri'l.'<. 

I    tK>X 

'.i,l',\'2  barrrls,  1  ticrcn,  and  4  liaH"  bar- 

rtls;  of  fhrsc,  ],7.'J4  f'oroljfn. 
1  |(i  bf'Xfs. 


.11  barn-Is. 

ritJ  barruiif  and  rii  cai'k^. 

6  barnrls. 

I!)  barrels  and  '<J60  bushels. 

I!)  boXPH 

201  Ih)X(>»  and  1  caso  piilvi'rizcd. 

7  boXi'S. 

1  keg  and  1  jar. 

.1.")  k<!gs  and  4  barn-l^. 

M  barrels 

i;<4.0inbuslifln 

14  hlidH.  and  4  <|iiarter-('ask(i,  (HritiHh.) 

30  punclicouH  Itritish  rrturnod. 
71  |)a<'kagcs. 


Vnluc !....Jl,H34,I12. 


H4'J  boxp«. 


41  rasks. 
87,953  bush«-lH. 


.$1,45.1,6^0. 


COLONIAL   AND   LAKE    TUADE. 


481 


iry5,  IWl. 
Edid  4Cfi  b«r- 


In  nrldition  to  llio  Ibrcf^'oin^',  \hv.  following  goods  wore  exportrl  in 
Ibrcign  .sliii)S  IVoni  tliis  port,  wliich  vessels  proceeded  to  QucIxm;  toclfnr 
outwiird,  under  a  lic«Mise  grunted  in  virtue  of  an  order  of  his  exeel- 
leney  tlie  (JoviMuor  (Jeneral,  in  couneil,  of  the  23(1  F<'!)ru.'iry,  1850, 
and  whose  cargoes  will  consecjuently  be  included  in  the  exports  from 
that  port : 


Derirrlption  of  goods. 


Year  cnilinj^  January  5,  185S. 


Appio"" 87  biirrols. 

H«<!t' 'jri  Ixirrols  and  5  ticrccx. 

lluttiT IH3  knjrs  and  5(1  tiibB. 

CaudlcH (i(l(t  hoxoR. 

Flour '  (!,;i(i7  hiirrelH  and  G13  half  barrels. 

Ilnins , <i  tiurcfs. 

I.ard I  'Jil'J  kfgs. 

liUinbci',  vu  :  i 

Uiiar'JH !  340  pieces. 

PlaniiFt ':  llKI  |)ii'('t>8. 


Oat-mca 
Paper . . 
Pork  . . . 

Toliarcii 


Ht'ive.M,  Kiundard j   1 ,4.')1  pi*u:eR. 

punclii'iii '  4  .CidO  pirrew. 

.1(1  imrrelH. 


Wheat 1.0'.?8i)iiHheU. 

Valu.' j  $89,804. 


18  baltm 

"')  barrels. 

'25  bo.xes  and  3,14fi  pounds  foreign. 


f'l'MOM-mir'E,  MoNTnun.,  Ja^xuary  G.  1852. 


K.  H.   H.\.M1LT0N,  Comptrolltr. 


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438 


ANDREWS'    REPORT   ON 


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»-     C*.  JT     *«  ^  ■-•  iMi     >-*,i. 


:  St:  ;;        : 


COLONIAL  AND   LAKE    TRADE. 


439 


No.  30. — Abstract  of  merchandise  received  from  the  frontier  districts  ad- 
joining Canada,  and  re-ioarehoused  in  the  district  of  Neio  York,  dunng 
the  year  1851. 


Articles. 


Ashes 

«eef 

liarloy 

Butler 

Cotton  and  worsted 

Fire-ongiiie 

Furs 

Flour 

Hams 

Lciitiicr 

MoccatiiiiH 

Oatmeal 

Peas 

Skins,  dressed. . . . 
undri.'Hfied.. . 

Wu.v 

Wine 


Packa; 


2,5'J3  barrels,  6  cases,  15i  barrels 

lUO  tierces 

9t<7  bushelH , 

1,340  kegs,  23  tubs,  1  barrel , 

3  cases , 

In  5  cases  and  1  bundle 

l.'i  cases,  3  pimclioons,  3  casks 

2r)0,3.W  barrels , 

IG  casks  

H  bales 

7  rases < 

200  barrels , 

2,*13'.l  barrels,  lG4j  barrels,  5,fi41  bushels. 

1  case  

I  case  

20  bales 

!)|  pipes,  121  half  i>ipos,  ."S  ([uartcrs. 


Vail 


m 

1 

8 
1 

1 
6 

846 


,562  GO 
,025  oO 
354  00 
,791  00 
,105  00 
,230  00 
347  00 
,814  00 
630  00 
519  00 
757  00 
666  00 
,651  00 
316  00 
182  00 
,300  00 


...1    7,631  00 
Wheat 712, 403  bushel.^ ". .". '. I  481 ,213  00 


1,427,093  00 


Disrnitr  up  \kw  York, 

ChlUctor's  OMicv,  March  22,  1852. 


No.  31. — Ahstrnrt  of  mnrhandisr  rccd red  from  the  frontier  districts  ad- 
jfAiiin<r  Cunudii,  and  rc-ivti rehoused  in  the  district  if  Boston  and  C/uirles- 
tinnu  iliirintr  the  year  1S')1. 


Articles. 


Packages. 


Value. 


Flour. 

Asluvi I  I,"il  barrels 

Utitter l,()6!l  keijs  aiul  tubs 

Paper,  writiuir '  3  cases 

Hams I  ;)ll  caslis 

Peas '     2,815  bushels 

Wheal ,   15,0.30  bushels 

Curiosities,    fossil    remains,  | 

*tc I  t)7  packajjes.. . . , 


28.763  barrels $96,2.56  00 

2,.-)21  00 

■  7,466  00 

■  465  00 

I  890  00 

1,082  00 

8,628  00 


2.1.33  00 


119.441  00 


CoLi. Ector's  Okkuk, 

Dhtrkl  (if  Boston  and  CharUstomi,  .March  15,  1852. 


t.  P 


ct^k^;t^- 


440 


ANDREWS'    llEPOUT    ON 
No.  32.— DISTRICT  OF  NEW  YORK. 


Abstract  of  quantity  and  value  of  merchandise  transported  in  bond  to  t/iefron- 
tit,-  districts,  to  be  exported  to  Canada,  during  the  year  1851. 


Articif  ■ . 


^m 


iMi      ' 


I      \ 


Books 

BrushcH 

B.,:.(lS 

r.iudy 

Burr-stoiics . ,. 

Buttons 

Cainplior 

Cordials... . . 

Cassia 

Coirco , 

Cloves ....... 

Corks 

Cut  (riass 

Dry  i^oods., . . 

Druiti 

I'^jirlliunwaro  . 
Eiij^T-ivings.  . 
F.irs 

Pivy-cracl-tjiX. 


I  •  •  •  •  . 


Fliiwer..,  artificial 

Giiiirur, 

Gin 

Glasswarn 

Glass  bottles 

Mardwaro 

Ilonip,  manufactures  of. . . . . 

Hides 

Hats,  wool 

Iron,  i)ar 

manufactures  of. ' 

sheet I 

Jewelry 

Lnntlicr 

f,eatiier,  manufactures  of... 
Lookiii{,'-fjlass  plates... 
Musical  inslruments.  . .  . 

Molasses 

Metal,  niainifactures  of. 

Nutineirs 

Oil  cloth 

Oil 

])alm 

paintings 

Preserved  fruit 

fisli 

Plants 

Paper  hanjjfinijs 

nianuliicturcH  of.. 

Pimento 

Perfumery 

Pepper 

Paints 

Railroad  iron 

Rhubarb 

Rum 

Silks 

Spices 

Citra 


68 

1 

15 

4,". 

2,81:'" 

J 

9 

.'iO 
1,13U 


PackaiTos. 


cases  a'Hl  1}  bo.';(:H. . . 

case  and  '?  cr.sk-: 

cases , 

hogshead;*,  ID  bai»1?c<rf,  and  lb  ax' 
pieces .,  , 


<',".iks ....    

l>0.ves 

Ilia's,  ^-18  cases,  and  T)  packages. , 
ba<rs 


V.\  oa!|H  ai>(',  20  bales. 

[\  cases 

S.V.t 


Sugars 
Soap... 


1 
14 

;i."> 
:) 
(I 
:< 

17 

,(100 
;')!» 

,4T4 

(I 

3110 

10 

:i4o 
III 

43 
2 

i) 

24.-) 

37 

0 

:i 

2!) 
3'J 

OfiO 

77 

1 
o 

3^ 

1^2 

I 

!HI 

:>\) 

2y,o;t.-< 

.'i 

22 

33 

.3 

74f; 

2.4H4 

220 


oasc,  (•*?  bale  ;    uud  •  v!\ck  !;';. ...... 

■•afM  s,  ,'{  bale^.  1  cer.   u,    ,int!  4  casks.. 

I  ascs,  .IO  crat'.  > ,  and  2  .:asks 

case  and  1  ivici^i'ge 

cases  iijid  2  boxes 

ca.sc-i  and  100  boxvs 


Value. 


cases  and  2.'>  boxes  , .  . 
ca.i'-i  and  2  packages, 
•las:-' 


hog-^liciuls 

capi  ■    iud  400  demijohns 

bottii"^ 

case^'  .lid  l.'il  casks  . .  .  , 

coils , 

hides 

e.ises 


bars 

cases,  (i  casks,  .OO  jiac'kages,  and  30  kegs, 
bundles 


cases.. . .  , 
cases  and 


cases 

liogslieads 

rases  and  1  cask  .  . 
kegs  and  ^*  iiarrels. 


casks  and  fdl  baskets, 
casks  and  1  case  .  . .  . 
cases 


13 


boxes,  l,.'i71  liarnds,  and  0.37  packages..: 

cases  and  10  barrels I 

box,  (free) j 

cases I 


bags 

case 

bags 

casks 

I  111  r  s  <■•«••••■••••••«■••••••••••••• 

cases 

hogslii^ads  and  18  oas!'H 

cases  iiiid  .3  jiackagcs 

cases  and  Ofi  Imirs 

packages,  .'»3  boxes,  and  220  casi?s  . . , 
hogsheads,  GH  barrels,  and  8  boxes, . , 
boxes 


$20, 

30f) 

00 

.3,12 

00 

1, 

;i711  00 

4, 

f<2i) 

00 

3, 

.3,'')!»  00 

.320 

00 

1. 

(•.■>o 

00 

143 

00 

044 

00 

o 

344 

00 

177 

00 

007 

00 

47 

00 

CG,!)12 

00 

.3 

H21 

00 

1 

f^37 

00 

74  00 

i; 

oi;i 

00 

no 

00 

!*-l>< 

(10 

1 

(107 

00 

10 

00 

'.Ci 

00 

h34 

00 

10 

00 

lit 

.MO 

00 

,s4 

00 

h; 

020 

00 

007 

00 

30'.) 

00 

:> 

.320 

00 

1 

.20.') 

00 

•  > 

.2.'),'> 

00 

•  t 

,722 

00 

!:t 

.  l.-.H 

00 

23X 

00 

700 

00 

.) 

,^20 

00 

,014 

00 

00 

43,') 

00 

.!ll.-> 

00 

,'J7'.t 

00 

32 

00 

27 

,  770 

00 

,320 

00 

33  00 

244 

00 

.3 

.101 

00 

1 

.02*; 

00 

lOK 

00 

.330 

(H) 

103  00 

108 

,'..34 

00 

I.-.4 

01) 

1 

.  i.)i 

00 

10 

.200 

00 

717 

00 

1!) 

.(MI7 

00 

107 

,04;>  00 

.100  00 

le/ron- 


/aluo. 


jo,3or>  00 

X}-2  01) 

i,'.i7;)  00 

4,S-«)  00 

:i'm  00 

:i-jo  00 
i,o:)0  00 

14:j  00 

•>,(i44  00 

'2,344  00 

177  00 

'J'J7  00 

47  00 

(!G,'.14i2  00 

:r,H'21  00 

i.Hin  00 

74  00 

i;,o<;i  tio 
lit;  00 

S-iH  00 

i,(;(i7  00 

10  00 

'.t.')  00 

KJ4  (to 

It; 
ii).:>it; 

h4  (to 

ICi.d-J'.t  (to 

007  00 

:}(!',»  (to 

r.,;{-j(i  00 

-n\:t  (to 

•j:..')  (to 

;-i-2  (to 

l.'irt  (10 
'J^vt  (10 
',M  (to 

■2.fM  00 

i;,(;i4  (to 

1.4-7 

43: 
i.oi; 

l,".t7'.t  00 

-.i-i  (to 

•J7,77li  00 

i,:fj'.»  <to 
:t3  00 

'••U  00 

:».iot  00 

i.f;:j<;  00 

u;^  (Id 

.•t3ti  (K) 

i'.):t  00 
r.:<4  00 
i:.4  00 
7.V.  (to 
'JOC.  00 
717  00 
111.(107  00 
1(17.040  (10 
.»i)(t  00 


00 
00 


1. 


13. 


(to 
00 
(to 


108. 


1 

Ki 


; 


COLONIAL   AND   LAKE    TRADE. 
No.  32— DISTRICT  OF  NEW  YORK— Continued. 


4-11 


Articles. 


Str.iw  hats. 
Sundries  .  , 

Tin 

Toys 

Tin  plates.. 

Tea 

Tobacco  . . . 

Wino 

Wood 

Watclicx  . . 


Packages. 


()  CaNCH 

73  cases,  1,2;J3  hides,  and  4  casks  . 

1,1()H  boxes 

7  cases  and  1  cask 

]  ,32.')  boxes 

25  buxes  and  157  chests 

.5  bales 

181  casks,  445  baskets,  and  30  pi|)cs 

1  ease  

3  cases. ,  ■> 


Value. 


t|iC47  00 

20,05a  00 

8,271  00 

G46  00 

8,197  00 

5,907  00 

118  00 

15.H20  00 

10  00 

1.4.39  00 


548,142  00 


No.  33.— PORT  OF  BOSTON. 


Abstract  of  (junnfidj  and  value  of  merchandise  transported  in  bond  to  the 
frontier  districts,  to  be  v.rpoitid  to  Canada,  during  the  ijear  1801. 


Articles. 


Packajjfcs. 


Value. 


9  crates. 

2  cases  

4S  chests 

7  cases  

2  cases 

fil5  boxes 

(1.3  cases,  5  bales,  1  crate,  40  casks 
800  cases,  15  bales 

0-,  ,..,ui.u 


Itdoks I        52  eases,  I  hale,  3  chests  , 

Dry  fjiMuls 1 ,074  cases,  410  bales. 

Kartiienwaru ' 

Plated  ware 

Tea 

Straw  hats I 

iludls 

Raisins , 

Hardware 

Hides 

.lewelrv 

Watclies 2  cases, 

Tin  plates |f*H  boxes 

('oloirne.. 

rijrars 

Sadd|,'.-\ 

Sheet  iron 

Herring's 

i.enions 

(iliiss 

Saltpetre 

Nutiiieirs 

Salts  u>''  anniionia 

Fish,  preserved 

<^  rapes 

Hair  seatinff 

Seal  skins 

Miisii-al  inslrunicnls 

Plants 

Pii'tnres 

Perlninery 

l'aj)er 


()  cases 

3  cases,  -.'It  boxes. . 
2  lases,  3  casks.  .  , 
()  bales,  3  bundles. 


.W  boxes. 

2  boxes. 
75  i)airs.  . 

1  <ase  .  . 

1  case  . , 
10  boxes. 
40  keirs.  , 

I  case  .  . 

1  case.  . 


I  box. 


3  cases , 

4  cases , 


S!» 

075 

51'^ 

557 

412 

4yi 

550 

1 

.224 

5G0 

^77 

Iti 

.7(tn 

.3 

,102 

28,046 

2 

.243 

4 

.083 

177 

338 

N24 

101 

til 

08 

279 

497 

197 

13 

111 

59 

285 

5G9 

247 

8 

283 

204 

431 

590 

,771 

i! 


i    .• 


t1 


3 


r. 


442 


ANDREWS     IIEPOIIT   ON 


!  I 


No.  34. — Ahstroct  of  (judntity  and  va/iic  of  Cnnndum  Jlour  fxportcJ  from 
the  2>ort  (f  Boston,  to  all  jiorfs  during  the  i/car  1851. 

IG.GjiS  barrels  Canada  Hour;  value l^l.'iT.DSC 


No.  35. — Ahtrnct  of  the  fjuantiltj  avd  v<ilue  of  Canndiiin  flour  exported  from 
the  port  of  Boston  to  the  British  Ameriam  colr.tics  during  the  year  1851. 

4,590  barrels  Canada  llour ;  value $i4,9Gl 


JN'ip  3(!. — Flour  find  n-hn/r,  thr  mod  tire  of  Cunodii,  exported  fnm  the  port 
(f  y>iie  Yorl  /o  the  British  oihinits,  cj;;.,  in  1851  ;  <ind  also  tin  ndiir  of  all 
other  Cdudilii  produce  ixpori'd  to  the  colonies  and  to  iSreat  Britain,  ^v. 


Articles. 


I'ucka^ori. 


A^iios  exi»i)rti!il  to  Great  iJntaiii l,.''!.'!  liarnilM 

Aslif.-i  c\|)(irte<l  to  olliiT  ports i^Th  harreis 

Butter  cxjiorteil  to  (iroat  liritain 'jrij  kcjrs 

Fur> Jo to \'i  casus 

Fiiri  t'xportcil  to  oilier  i>l;i('fs ii  cases,  ,'J  casks,  .')  |iutiriieon8  . . 

Wii\  exported  to  otlier  |>orts 'Jll  bales 

Bru<t°  exported  tu  (treat  Mntaiii IIMI  tierces 

t:\iv,v do do H^,^)^),')  barrels 

Flour  exported  to  Hritisli  provinces M),(is!(  iiarrels,  ,  ,  , , 

Ploiir  e\|)orted  to  otiier  ports jllll  barrels •  >  •  • 

VVInat  exported  to  (Jreal  liritain .'>(I7,(I44  bushels , . 

Wheat  exported  tu  liritish  |)rovtiices ii,VM  bualiulH m 


Valuo. 


*40.r.4:> 

l(i,l)f:G 

I ,  i'm 

3.(i'J() 
:i.'.t7r> 
1 ,3U(i 

i.oa.5 

^!W.4l4 

;i44.5fi8 
4,0li(} 


No.  37. — Statement  of  the  value  ami  (pianlili/  of  Canadian  four  and  grain 
rtceind  in  bond  at  the  port  (f  }\\ie  York,  and  the  value  and  ijuanfity 
exported,  during  the  year  J 85]. 


Artirlos. 


PackajjcB. 


Floiii  wareliouKod 'J.'>(!,.'J.')2  barrels.. 

FbiUr  cxjKirled 17r>,.'ll'i  barrels.. 

Wheat  warehoused TI'J.IO.'l  i)ushels  , 

Wheat  exported ;')!.'), >4'J  bushels 


Value. 


$S4fi,8}4 

(;()j.(iH4 

4''l.:.n.3 

;mo,'^'J4 


No.  'd'i^. —  Total  amount  <f  ivhcal  and  flour  in  store,  December  31,  1851. 


Articles. 


I'ackaifes. 


Fiour  \\\  htore  . . , 
W'lieal  111  store. 


'!.')..")()!)  barrels 

'J7"-,.")lti  bushel.^ , 


Va 


lM).!>Gt) 


New  V'ork,  March  Ifi,  ld.">"2 


cJ  from 


.  *rj7,92G 


-ted  from 
r  18.01. 

..  #14,9Cl 


COLONIAL   AND   LAKE    TRADE. 


443 


No.  30. — A  eompnrativc  statemrjit  of  the  gross  ana  net  revenue  rtvcicr.d 
from  custom  duties  in  Canada.,  for  (he  iimrs  1848,  1849,  and  1850. 


1848. 

1849. 

le.'sn. 

Orntiti  rfirointd  ciT <liilii)H ..*■•■>•■• a.. 

$1,;}.3<>,1IG 

I30,3.S8 

*1,77H,188 

ri7,->4() 

$2,46.3,77(5 
*  138.248 

i,2or),7a4 

1,650,948 

a,324,i»a8 

'  In  this  iluin  iu  includud  the  liuin  {if  $9,bj>i  fur  return  ilutius. 


thr  jif^rt 
iliic  if  all 
lain,  ^f^' 

Viiliie. 


<^40,.'i43 

1,692 
3,69(1 
2,975 
1 ,300 
1.025 

;iii-.>,'.t20 

:2'.l.t.U4 
U.'iO 

:i4i.r.68 

4,666 


mid  If  rain 
,/  iiuaiitity 


\uhin. 


<i84fi.814 

''(;(I-J.6H4 

4-<l,2l3 

349,234 


;n,  1851. 


Vnlut! 


77- 


Nt).  40. — Sfatemcnt  shmring  the  niativr.  (imouiU  of  business  dour,  in  Aim 
I'lin  and  Canadimi  irssels  at  the  u/idmnciitiovrd.  American  jmrts,  at  ii'hich 
sqiarate  slatemtnls  ham  been  oUaiiud,  in  18.50. 


Oswi-'if...... 

nufialo   ... 
Tutnl 


III  American. 


§597,. 399 
26,578 
93,06H 


In  Canadian. 


In  bund,  iiiul 

diiirafiorofvcB- 

sol  not  tiliited. 


;M.4',)0,223 

69,972 

222,r<45 


717,045    I       1.783.040 


$3,639 

130,987 


134.626 


Totals. 


S2,0f?7,622 
100,189 
446,900 


2,634,711 


\\ 


^•210,600 
1  HI,  960 


44^1 


ANDREWS*    nEPORT   ON 


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COLONIAL   AND    LAKE    TKADB. 


445 


PART       VI. 


NEW    BUL'NSWICK. 

This  province  is  .situnlo  hrtwceii  Cuiud.i  and  Nnvri  dentin,  iiiid 
abuts  on  tlic  nortlir.istcni  hoiiiidar}'  of  the  United  t^Uites,  upon  tli(!  line 
huely  esl;d)lislied  under  llie  Aslil)urt(»n  treaty.  To  the  southward  it  is 
boiindt-d  l)y  the  Bay  of  Kundy,  and  is  separated  from  Nova  Scotia  by 
fi  l)oundary  line  across  the  narrow  isthmus  which  connects  Nova  Scotia 
with  the  continent  of  America.  On  tlie  northeast  New  Brunswick  is 
bounded  by  the  dull"  of  St.  Lawrence  and  the  Bay  of  Chah'ur;  it  is 
divided  from  ('ana<hi  l)y  a  hue  which  l{)llows  tiir  some  distance  the 
liirty-ninth  parallel  df  north  latitude. 

'['he  area  of  N(,'w  Bnuiswick  is  estimated  at  ncariv  !wenty-tW(.)  mil- 
lions of  acres;  its  po[)ulafion,  by  a  icnsus  taken  during  the  year  1851, 
is  a  little  oV(T  one  hundred  and  nine  tv-three  thousand  souls. 

The  Lrrcat  aj^riculiural  capabilities  of  New  Brunswick,  and  its  fittiess 
ti)r  settlement  and  cultivation,  are  only  now  beu;i[uiing  to  be  known. 
The  conunissioners  a|)pointe(l  by  the  im|)erial  government  to  survey 
the  line  ti)r  a  proposed  railway  tiom  Halifax  to  (Quebec,  thus  speak  of 
New  Brunswii'k  in  tlicii'  report: 

"Of  the  clitnate,  soil,  and  capabilities  of  Nt;w  Brunswick,  it  is  im- 
possible to  s[)eak  too  liighlv.  There  is  not  a  country  in  the  world  so 
iteautifully  wooded  and  watt-red.  An  inspection  of  the  map  will  show 
that  there  is  scareelv  a  si't-tiuii  of  it  without  its  streams,  from  the  run- 
ning brook  up  to  the  navigable  river.  'I'wo-thirds  of  its  boundary  arc 
washed  bv  the  sea:  the  reinaiudci-  is  embraced  by  the  Iru'ge  rivers,  the 
St.  John  and  the  Kestigouche.  The  beauty  and  richness  of  s(;en(Ty  of 
this  latter  river,  antl  its  branches,  are  rarely  surpassed  by  anything  on 
this  conlineiu. 

''The  lakes  ot"  New  Brunswick  are  numcMous  and  most  beautiful;  its 
surface  is  undulating — hill  and  d.ile — varying  up  to  mountain  and  val- 
ley. It  is  rvcrywherc,  except  a  !-'W  peaks  of  the  highest  mountains, 
covered  with  a  dense  l()rest  iit'the  'inest  growth. 

"The  e(»uutry  can  every\\  heie  be  penetrat<-d  by  its  streams.  In  some 
[)arts  of  the  interior,  by  a  j)ortage  of"  three  or  four  miles  only,  a  canoe 
can  Hoat  away  either  to  the  Bayof  Chaleur  or  the  Gulf  of  St.  Lawrence, 
(»r  down  to  St.  John  and  the  Ba^  of  Fuudy.  Its  agricultural  caprd)ili- 
lies  and  climate  .u"e  described  by  Bouchetle,  Martin,  .and  other  authors. 
The  countjy  is  by  them — and  most  deservedly  so — highly  praised. 

"For  any  great  plan  of  emigration,  or  colonization,  there  is  not 
another  British  I'olony  which  presents  such  a  favorable  field  for  the 
trial  as  New  liruuswick. 

"On  the  surfiice  is  an  abundant  stock  of  the  finest  timber,  which  in 
tin-  markets  of  England  realizes  large  sums  annually,  and  utlbrds  an 


!;-S 


1 


446 


ANDREWS'    REPORT    ON 


*li 


unliniiK'd  supply  of  fuel  f)  the  fictll(T.  I''  tin?  forosts  should  ever  hc- 
«;()iMf  (xliJiu.slfd,  llicif  iuT  tlic  coal-fit'ltls  uiKiiiriiciith. 

"  Tlic  rivcr.s,  l;iki\«,  and  sfju'oasl  uli.  .*  ;'!  v.  .li  fish.  Along  llic  May 
ofClialcur  it  is  so  abundant  thai  llu!  luuo  sujcJls  «»*'  it.  It  is  usi d  as  u 
niaiuuc;  and,  while  the  olliictory  senses  oftlie  ir.'iveller  are  (iflincN  d  i)y 
it  oti  llie  land,  lie  sees  <iul  at  ;i(  a  inunense  sh(  als  daiKening  the  surlaec 
of  the  water." 

Tliis  description  of  New  IJiunswiek  is  civen  in  an  olliiial  report  pro- 
pented  hy  two  very  intelliju;ent  ollieers  of  tlie  royal  eD^'iaeers,  wlio  were 
sent  out  tioii)  Knuland  lo  ,-urvey  llie  proposed  railway  route,  and  ex- 
nniine  tin  i-onnlry  through  wliieh  it  would  pass.  They  returned  to 
En;.dand  at  the  closo  of  llieir  labors,  the  results  of  which  were  laid  ho 
l()re  Parliament. 

The  prineipal  river  (jf  New  Brunswick  is  the  St.  John,  which  is  four 
hundred  and  fifiy  niilcs  in  leiiylh  from  its  mouth,  at  tin*  harhor  of  t?t. 
John,  to  its  s()urc(\-i,  at  the  iM(  tjarmeile  portage.  It  is  uavigahle  for 
vessels  ot  one  hundred  ions,  and  steamers  of  a  large  class,  lot  ninety 
miles  from  the  si.'a,  to  l''re<lericton,  the  seat  of  goveriunent.  Above 
Frederieton  small  steamers  ply  to  Woodstock,  sixty  miles  liutli(  r  up  the 
river;  and  i;ecasionally  they  make  trip.--  to  the  entrance  of  the  'robupie, 
a  farther  dislaiK.'e  ot"  liiiy  miles.  The  (Jiand  Falls  of  llie  8l-  .lolm  ino 
two  hundred  and  twenty-live  uiiN  s  from  the  sea.  Above  these  tails 
the  river  has  been  navigated  by  a  steamer  liaty  miles,  t(t  the  inoutii  of 
the  river  Madawa^ka,  and  I'rom  that  point  the  river  is  navigabh;  tt)r 
boats  anil  canoes  almost  to  its  sourci-s.  TIk;  Madawaska  river  is  also 
navigable  for  small  steamers  thirty  miles,  to  Lake  Temiscouata,  a  sheet 
of  wai'T  twenty-seven  miles  long,  troni  two  to  six  miles  wide,  and  of 
great  depth  llndugliont.  From  the  upper  part  ot  this  lake  to  the  river 
St.  Lawrence,  at  Trois  Pistoles,  is  about  eighteen  miles  only,  and  pro- 
positions hav(;  been  made  i(»r  establishing  a  communication  between  the 
St.  Lawrence  antl  the  .St.  John,  either  by  railway  or  canal,  across  this 
route. 

In  connexion  with  the  St.  John  is  the  (irand  lake,  the  entranci-  to 
which  is  about  fifty  miles  I'rom  the  sea.  This  lake  is  thirty  miles  in 
length  and  from  three  to  nine  miles  in  width.  Around  the  (irand  lake 
an-  several  Wi/ikable  seams  ot"  bituminous  coal,  from  which  coaJs  are 
raised  li)r  honic  consumption  ii\u\  liu'  exportation. 

The  harbor  ol"  St.  John  is  spaeiuis.  and  has  sufficient  dej)th  ot"  water 


|i)r  vessels  of  the  largest  i-lass.  'J'he  rist:  and  tiill  of  tide  is  from  tW(  niy- 
one  to  iwenlylive  llci,  and  thire  is  a  liile-tiiU  at  the  head  of  the 
harbor  which  ellectually  prevents  its  being  i-ver  fro/en  over  or  in  the 
least  imp(  (led  by  ice  during  winler.  Few  liarbors  on  the  nortlRaslern 
coast  of  North  America,  if  any,  are  so  pertt'ctly  t"ri'(3  trom  ice  as  .St. 
John  harbor.     It  is  in  latitude  4-0"^  Hi'  north,  longitude  (iO^  4'  west. 

The  l'eii(.-oiliac  is  a  large  river  lluwing  into  the  iJay  ol"  Fundy,  near 
its  northeastern  extremity,  ll  is  navigable  liir  vessels  of  any  si/.e  liir 
iwi'niy-live  miles  I'nnn  its  mouth,  and  tor  schooners  of  sixty  or  eighty 
>ns  l(»r  twelve  miles  farther.     On  tlic  lower  j)arl  of  this  river  a  very 


t( 


valualile   mineral   has  r( cenllv  Ixen   disi'overed 


aiK 


t  tl 


le  seam  is   now 


worki  ll   to  consideiable  extent.     By  some  this  mineral   is  designati'd 
"jet  coal,"  and  by  others  il  is  considered  pure  aaphallum.     It  is  black 


COLONIAL   AND   LAKE    TRADE. 


•H7 


\'cr  be- 

ic  liay 
(•(I  a»  u 
i(lt(ll>y 
surliifi! 

lort  pro- 
tm  Wfic 

111). I    I'X- 

iinvd  lo 
ImkI  Ih.'- 

h  is  liiui 

;:il)lc  Un 

II  iiiiit  ly 

Above 

(I  up  ill*' 

'r«ii)iiiuf, 

.liiliu  iiro 

hcsf  falls 

iiioiilli  ot 

igiihlu  for 

rcr  is  also 

.a,  a  Ahx'I 

it',  ami  of 

»  thf  river 

,  ami  pro- 

iw-ftn  ihc 

(•ii).-s  ilus 

itialKH'    lo 

mill's  in 
liaiid  lake 
coals  arc 

1  i)t'  watt'i 
in  l\v(  iiiy- 
.;ul  of  llie 
r  (If  ill  ilie 
jrllKasltiii 
ict'  as  f^l' 
{'  west. 

umlyi  ii'";^'' 

my  >\7.r  ti)r 

V  or  tiglily 

"v»  r  a  very 

am  is  now 

(Icsiynali'il 

ll  itT black 


nnd  brilliant,  liii»lily  iiillaiimiablc,  iiml  yields  a  large  (|unntily  of  a'ls 
of  ^reat,  illiiinilialiii;n  jJoNver.  Tlic  se;iiii  id  worked  al  tour  uii.es  from 
llie  bunk  of  Pelieoiliac  river,  ^vlu  re  ii  is  navigable  ll»r  e  .n-yelng  ves- 
sels of  larqe  elas.s. 

On  ilie  ;^ulf-eoast   of  New   Ihim^nviek  tlien;  are  many  .mm.  ship  l.ar- 


hors,   t 


aeli   al  the    month    of   a    eoiisiderable    river;    ami    lioui  ti 


i«  so 


haibdis  inneli  line  timber  is  shipped  ;umually  lo  KiiLdand 


w 


riic  most  .sontlh  in  of  these  haibors  is  S/ii:ihttr,  which  i.--  capaeioiu*.  nnd 
ill)  .•ullicieiil  depth  of  waler  ii)i   vessels  drawing  eighteen  li'cl.      (.'ap- 


■ii' 


ot  space    lor    ."-Inppnig,    an(t    gind 
Tlw   tide  Hows  si'Vi  11  miles  Up  tiio 


tain  Uaylield,  |{.  N.,  marine  surveyor  in  the  (julf  of  St.  Lawrence,  says 
llial  Sliediac-  harbor  is  the  easiest  of  access  and  egress  on  thi>  part  ot 
the  eoa.>t,  and  ihe  only  harbor  ol'IS'c  w  nrunswiik,  (  astward  of  Miranii- 
clii,  which  a  vcs.^cls  in  distress  eould  SMiily  run  lt)r  in  lieavv  m  rtla  i  iy 
gales  as  a  harl)or  of  rel'uge.  Two  rivers  fall  into  Slicdua;  haibur, 
which  is  (list  becoming  a  place  of  impoitruice.  Should  the  pr('pi'.-((l 
railway  Irom  St.  John  to  llaliliix  be  consirucU'd,  ii  will  loiicli  llie  gul! 
at  Shediac,  which  will  thus  command  a  large  trade  as  one  (W itie  gn.ai 
turuing-jioiiiis  of  ihe  railway. 

t'lidii^iic  /iii/l)'>f  is  te;i  miles  by  die  coast,  northwardly,  (iom  Shcdiat 
harbor.  W'ilhin  this  harbor,  which  is  al  the  mouth  of  a  river  ol  tiu' 
same  name,  there  is  abuiidaiiee 
anclioiaue  in  live  faihoms   water. 

Coeagne  rivi'r.  There  is  much  good  limber  (tii  its  banks,  and  ihe  j.oii 
has  every  tiu-ility  li»r  ship-buildiug. 

Ihiitonchr  liarhir  is  at  the  mouth  of  the  tlreal  and  Little  Buctomho 
rivers,  nine  miles  by  the  coast  iiorthw;irdly  of  Cocagtu".  ForuK  rly 
lh(  re  was  only  twelve  li'cl  ot'  water  on  the  bar  al  the  entrance  lo  tins 
harbor,  but,  owing  to  some  uuexplaiiuil  cause,  the  water  has  grailually 
deepened  of  lai(^  years,  and  now  vessels  drawing  thirteen  fcit  liave 
gone  over  the  bar.  There  is  nna'li  valual)le  limber  on  the  banks  of 
this  rivi  r,  and  vessels  uj)  lo  llfutii  hundred  tons  burden  have  been 
built  at  Huctouche. 

Twenty  miles  north  of'  Bnetouelie  is  linhUiuctn  /uu/i'ir,  which  is  ex- 
tensive, sati',  and  commodious.  The  livcr  is  navigable  ti)r  V(  sscls  of 
large  si>,e  upwards  of  liticeii  miles  from  the  gulf,  the  ehanni'l  for  that 
distance  being  from  t()ur  to  six  llithoms  in  depth.  The  lidc  Hows  up 
the  rivcj-  twenty-live  miles.     The   sliij)mi'nts  of  limber  and  deals  frcin 


th 


us  iiort  annua 


lly 


ire  hecomiii''  verv  consiclerabli 


The  extensive  harbor  of  Minnnlc/ti  is  formed  by  ihe  estuary  ot'  the 
beautJiiil  riviM- ol' that  name,  which  is  two  hundred  and  twc-nty  milt  s 
in  leiiirth.     At  its  entrance  into  ihe  gulf  this  river  is  nine  miles  in  width. 


Th 


lerc  is  a  bar  al  the  eutrain;e  to  Ihe  ^Miiaiiiichi  ;    but  uu'  river   is  ot 
such  great  size,  and  pours   liaih  sia.'ii  a  volume  of  waler,  thai  the  bar 


>f! 


•  ■rs  no  imjjetlmienis  to   navigaiion,   tiiere   hemg  suHiiacui  (le])ih  ot 


ati'r  on  it   at  all   lit 


w 


tons,  or  men  more 


mes    lor   snips  ol  six  liuiKlrt.d  ami  seven  liuiulri  ( 


The  lidf   Hows  nearly   t()rty   miles  up  th<'  Miramichi  from  the  gulf. 


The  rivi'r  is  navigable   t(>r  N'cssels   of  the  lainrst  el; 


full  thirt 


V  miles 


of  that  distance,  there  being  fn>in  live  to  eight  tiithoms  waler  in  ihc 
channel;  but  sclujoners  and  small  craft  can  proce«'d  nearly  lo  the  head 
of  the  tide.     Owing  to  the   size  and  dc])lh  of  tlu'  3iiraiuichi,  ships  can 


i 


n 


448 


ANDREWS     REPORT   ON 


load  along  its  banks  for  miles ;  its  trade  and  commerce  arc  already 
extensive,  and  will  undoubtedly  annually  increase. 

At  the  northeastern  extremity  of  New  Brunswick,  just  within  the 
entrance  of  the  Bay  of  Chaleur,  is  the  spacious  harbor  of  Great  Ship- 
pigan,  which  comprises  three  large  and  commodious  harbors.  Besides 
Its  facilities  for  carrying  on  ship-building  and  the  timber  trade,  Ship- 
pigan  harbor  offers  great  advantages  for  prosecuting  the  fisheries  on 
the  largest  scale.  The  general  dryness  of  the  air  on  this  coast,  and 
the  absence  of  fog  within  the  Gulf  of  St.  Lawrence,  are  peculiarly 
favorable  to  the  drying  and  curing  of  fish,  in  the  best  manner,  for  dis- 
tant voyages.  Owing  to  the  erection  of  steam  saw-mills  at  Great 
Shi|<|»igan,  and  the  extensive  fishery  establishments  set  up  there  by 
Jersey  merchants,  there  is  considerable  foreign  trade.  The  dry  fish 
are  chiefly  shipped  in  bulk  to  Messina  and  Naples,  for  which  markets 
tliey  are  w«^ll  suited. 

Litt/c  Shippigari  harbor  lies  between  the  islands  of  Mescou  and 
Shippignn.  It  is  an  exceedingly  good  harbor,  being  well  sheltered, 
with  safe  anchorage  in  deep  water.  The  main  entrance  is  from  the 
Bay  of  Chaleur.  It  is  half  a  mile  in  width,  witii  eight  fiithoms  at  low 
water,  which  depth  is  maintained  well  into  the  harbor.  This  is  not  a 
place  of  any  trade,  but  it  is  greatly  resorted  to  by  American  fishing 
vessels  which  frequent  tlie  Gulf  and  the  Bay  of  Chaleur,  as  it  affords 
them  perfect  shelter  in  bad  weather.  There  are  great  conveniences  fin- 
fishing  establishments  in  this  fine  harbor ;  and  it  would  afford  great 
facilities  and  advantages  to  our  fishermen  if  they  were  permitted  to 
land  and  cure  their  fisli  upon  its  shores. 

Bathurst  harbor  is  within  the  Bay  of  Chaleur,  which  in  itself  may  be 
considered  one  immense  haven  ninety  miles  in  U^ngtli,  and  varying  in 
breadth  fW)m  fifteen  to  thirty  miles.  It  is  remarkal>le  that  within  the 
whole  length  and  breadth  of  the  Bay  of  Chaleur  there  is  neither  rock, 
reef,  nor  shoal,  and  no  impediment  whatever  to  navigation. 

The  entrance  to  Bathurst  harbor  is  narrow;  but  wiihin,  it  is  a  beauti- 
ful basin,  three  miles  and  a  half  in  length  and  two  miles  in  breiidth, 
well  sheltered  from  eveiy  wind.  In  \\\v  [)riiieipal  channel  there  is 
about  l()urteen  f(;ct  at  low  water.  Vessels  drawing  more  than  foiirteen 
feet  usually  take  ip  part  of  their  cargoes  outsi(I(>  the  bju-,  where  there 
IS  a  safe  roadstead,  with  deep  water,  and  good  holding-ground. 

No  less  than  tour  rivers  fall  into  Balliurst  harbor,  each  of  which  lur- 
nisfies  much  good  timber.  Ship-building  is  prosecuted  in  this  iiiubor 
to  some  extent;  and  there  is  a  considerable  export  of  timber  and  deals 
to  England  and  Ireland. 

The  entrance  to  the  lintigonchr,  at  the  head  of  the  Bay  of  Chaleur, 
is  three  tniles  in  width,  with  nine  tiitlioms  wafer — a  noble  entrance  to 
a  noble  river.  The  main  branch  of  the  Rf'stigouche  is  over  two 
hundred  miles  in  length.  Its  Indian  name  signifies  "  the  river  which 
divides  like  the  hand,"  in  allusion  to  its  sej)araiion  al)ove  the  tide  into 
five  principal  streams,  or  branches.  These  drain  at  least  f()ur  thousand 
square  niiles  of  fertih;  country,  abounding  in  timl)(;r  and  other  valuable 
natural  resources,  the  whole  of  which  nuisl  find  their  way  to  the  sea 
through  the  port  of  Dalhousic,  at  the  entrance  to  the  llestigouche.  A 
crescent-siiaped  cove  in  front  of  the  town  of  Dulhounic  is  well  sheltered, 


I 


COLONIAL  AND   LAKE    TRADE. 


449 


already 

:hin  the 
at  Ship- 
Besides 
e,  Ship- 
erics  on 
asl,  and 
jcuharly 
,  for  (hs- 
it  Great 
there  by 
dry  fish 
markets 

:ou  and 
heltercd, 
from  the 
IS  at  low 
3  is  not  a 
LU  fishing 
it  atl'ords 
cnccs  li)r 
i)rd  groat 
mitted  to 

r  may  be 
aryiiig  in 
vithin  the 
her  rock, 

a  boauti- 
brciidth, 
there  is 
1  fourteen 
icrc  there 
il. 

vhich  I'ur- 
lis  h;irl)or 
and  deals 

Chaleur, 
iitraiie(>  to 

over  two 
ver  which 
c  tide  into 

thousand 
r  vnluable 

to  the  sea 
)uche.     A 

sheltered, 


and  has  good  holding-ground  for  ships  in  nine  fathoms  water.  There 
are  capital  wharves  and  excellent  and  safe  timber  ponds  at  Dalhousie, 
affording  every  convenience  for  loading  ships  of  the  largest  class. 

From  Dalhousie  to  Campbellton  the  distance  by  the  river  is  about 
eighteen  miles.  The  whole  of  this  distance  may  be  considered  one 
harbor,  there  being  from  four  to  eight  fathoms  throughout  in  the  main 
channel,  which  is  of  good  breadth.  At  Campbellton  the  river  is  about 
three  quarters  of  a  mile  in  width.  Above  this  place  the  tide  flows  six 
miles,  but  large  vessels  do  not  go  farther  up  than  Campbellton. 

The  country  watered  by  the  Restigouche  and  its  branches  is  yet 
almost  wholly  in  a  wilderness  state,  and  nearly  destitute  of  population ; 
but  its  abundant  and  varied  resources,  and  the  size  and  character  of 
this  magnificent  river,  must  hereafter  render  the  northeastern  portion  of 
New  Brunswick  of  great  consequence. 

TlliiDE  AND  COMMERCE  OF  NEW  BRUNSWICK. 

The  present  value  of  the  trade  and  commerce  of  this  large  and  highly 
favored  colony,  as  yet  but  very  tiiinly  peopled,  will  be  best  estimated 
by  the  !bllowing  tal)les. 

The  vakie  of  the  imports  and  exports  of  the  whole  province,  in  1849 
and  1850,  is  thus  stated: 


Countries. 


1849. 


IniportH. 


Exports. 


Groat  Britiiin '  $1,507,340  i      $2,319,070 

liritiBh  coloiiii's —  I 

West  liidifs I  5, SCO  r)7,3(;i» 

Uritisli  North  America  .[  517,300  1  270,475 

Other  ('i)i(iiii('H ' I  (i.*J()0 

United  States |  1,3:>'J,810  257,010 

Foroicru  Slates '  lI4,«*J5j  9(i,"J35 


Total. 


3,4(J7,H35  ,        .3,007,;ilO 


1850. 


Imports. 


E.xports. 


$1,988,193 

11,.")G5 

674.085 

25,135 

1,310,740 

67,335 


§2,447,755 


90,. 350 

297,860 

8,105 

387,000 

59,020 


4,077,655 


3,290,090 


The  flillowiiig  is  an  account  of  the  ve.'S.'^rls,  and  their  tonnage,  which 
enteretl  inward  ard  cleared  outward  at  ill  the  ports  of  New  Bruns- 
wick, in  IM!)  and  1850  : 


Countries. 


Great  llritaiii.. . 
Urilisli  ('uh)iiies. 
United  States.  . , 
Foreiiru  Stales. , 


1849. 


1850. 


Inward. 


No. 


ToDH.      No 


DutwiiiJ. 
Tons. 


Inward. 


325i  140,024 


769 


Total. 


1,213     ^^1.050   1,172 
1,;»04    lf^2,007       928 


5r     13,106; 


25 


2,893   416,l87i  2,891 


No. 


3(K),M)6i  233 

6M.097'  1,281 

84,742j  1,457 

3.769  68 


457,4141  3,039 


Tons. 


95.. 39:) 

f<  1,424 

242.104 

17,701 


436,622 


Outward. 


No.   j   Tons. 


76H  .303,617 

1,241  70,155 

937  87,925 

25  3,826 


2.97U  464,983 


29 


450 


ANDREWS     REPORT    ON 


The  number  of  new  ships  built  in  New  Brunswick  during  1849  and 
1850  is  thus  stated : 

Vessels.  Tons. 

In  1849 114        36,534 

In  1850 86        30,356 

The  number  and  tonnage  of  vessels  owned  and  registered  in  New 
Brunswick  in  the  same  years  are  as  follows  : 


At  Sf.  John 

At  Miriiniichi . . . 
At  St.  Andrew's 

Total , 


On  December  31,  1849. 


Vessels. 


505 

90 

180 


775 


Tons. 


On  December  31, 1850. 


Vessels. 


Tons. 


9.3,192 

7,4()4 

16,819 


117,475 


535 
92 

180 


807 


99,490 

«>,282 

16,224 


121,996 


The  tullowing  tables  and  statements  are  given  with  the  view  of 
showing  the  trade  of  the  port  of  St.  John,  and  of  the  v.-irious  other  sea- 
port.>j  ot  New  Brunswick,  during  the  years  J 850  and  1851 : 


No.  1. 


li  III 


N  f 


iki  , 


/■art  of  the  trade  of  the  port  of  St.  Joha,  showing  the.  ships  and  tonnage 
.  ipliiijcd,  and  the  relative  value  of  the  imparls,  distiiiguisliing  forcigti 
goods  from  goods  of  British  produce  and  manufacture,  during  the  year 


Abst 

evi 


ending  December  31,  1850. 


From  what  countries. 

Vessels  inward. 

Value  of  imports. 

Total. 

Number. 

Tons 

ISntish. 

Foreign. 

Great  Britain  and  Ireland.  . . . 

United  Stales 

Brilifli  \.  A.  C'oloiiieH 

Itritiwli  VVi'Kt  Indies . 

VXA 

694 

815 

12 

19 

IH 

.'•.8,251 
14.''>,()95 

4.^,1  r.;j 

1.514 

2.908 

6,926 

•-'92 

Jl..'i4(i,.T.t.'. 

196, 4(t.''. 

:»o4,ii.-. 

10,200 

S,l26,4,'-.0 

877.:).''>0 

85.455 

$1,672,845 

1,073,7.55 

;jM9,.57(i 

10,i>00 

65,260 

4,6.50 

20,485 

Vori'ltril    \V  t>*>t    IlldU'K. 

65,260 

ITfiri'itrn  I'lUroDO 

4,6.')0 
20, 4K'. 

Totals 

1,692 

260,139 

2  082.2.')0        1    f"!  '■»i''> 

3,236,765 

. ,  ..,.,.,.„ 

849  and 

Tons. 

36,534 
30,356 


.  in 


New 


r  31, 1850. 


Tons. 


99,490 

6,282 

16,224 

121,996 


!  view  of 
other  sea- 


nd  tonnage 
tig  foreign 
g  the  year 


Total. 


$1,672.84.^ 

1,()73,7.'')5 

3S9,.')70 

10,200 

6.'),  260 

4,6.'-.0 

20,48:> 

3,236,765 


COLONIAL  AND  LAKE  TRADS. 

No.  2. 


451 


Abstract  of  the  trade  cf  the  'port  of  St.  John,  showing  the  ships  and  tonnage 
cleared  outward,  and  the  relative  value  of  the  exports,  distinguishing  foreign 
goods  from  goods  of  British  produce  and  manyfacture,  during  the  year 


ending  December  31,  1850. 


To  what  countries. 

Vessels  outward. 

Value  of  exports. 

Total. 

Number. 

Tom. 

British. 

Foreign. 

tJroat  Britain  and  Ireland. . . . 

British  N.  A.  Colonies 

United  States 

457 

794 

405 

37 

15 

3 

1 

2 

190,215 

40,309 

45,214 

5,141 

2,  U-iO 

466 

402 

424 

$1,547,335 

108,015 

187,355 

54,245 

33,455 

7,190 

3,405 

3,855 

$9G,055 

37,095 

106,200 

355 

$1,643,390 
145,110 
293,555 

British  WohI  li\dieR... 

54,600 

Foreign  West  1  ndies 

33 ,  455 

Soutli  America ,,, 

195 
840 

7,385 
4,246 
3.8.^5 

Australia , 

British  Possessions  in  Africa  . . 

Totals 

1,714 

284,321 

1,944,855 

240,740 

2,185,495 

No.  3. 

Abstract  of  the  trade  of  the  port  of  St.  John,  showing  the  ships  and  tonnage 
entered  inward,  and  the  reJoliiv  value  of  the  imports,  dift  in  guishing  foreign 
goods  from  goods  of  British  irroduce  and  manufacture,  during  the  year 


end 


ing  December  31,  1851. 


From  what  countries. 

Vessels 

inward. 

Value  of  imports. 

Total. 

',  umber. 

Tons. 

British. 

Foreign. 

frTp;ii  BritJiin  utid  Ireland. , ,  . 
Hritinii  N.  A.  (\)l(nu*^« 

1 

143  j      64,113 

737         42,048 

8i         1,750 

23           3,342 

605       166,9.52 

11  1        4,24.1 

$1,8.55,270 

322, H45 

3,705 

$87,105 
107,485 

$1.942. .375 

430,330 

3  705 

l''ori*iffii  \\'i*st   Irultrfl 

105.610 

1,1.54,28(( 

26,510 

105  610 

United  Sfiitcs 

F\)riMir!i  KnroiH* 

303,925 

l,4.-)8,205 
26  510 

Toliii>i 

l,r.27 

282,450 

2,485,745 

1,480,990 

3,966,735 

I 


452 


ANDREWS*   REPORT   ON 


No.  4. 

Abstract  of  the  trade  of  the  port  of  St.  John,  showing  the  ships  and  tonnngc 
cleared  outward,  aiidthc  relative  value  of  the  exports,  distinguishi7>g  foreign 
goods  from  goods  of  British  produce  and  manufacture,  during  the  year 
ending  December  31,  1851. 


Vessels  outward. 

Value  of  exports. 

To  what  countries. 

Number. 

Tons. 

British. 

Foreign. 

Total. 

Great  Britain  and  Ireland. . . . 
United  States 

440 

359 

695 

25 

21 

I 

208,889 

64,344 

42,041 

3,472 

3,688 

1,772 

615 

$1,915,210 

148,270 

171,665 

21,350 

53,105 

23,330 

4,325 

$17,080 

164,425 

44,720 

2()5 

1,040 

3,735 

1,410 

$1,932,290 

312,895 

216,385 

21,615 

British  N.  A.  Colonies 

British  West  Indies 

Foreign  West  Indies 

54,145 

Soutli  America. 

27,065 

Australia 

5,735 

Totals 

1,545 

324,821 

2,337,455 

232,675 

2,570,130 

From  these  returns,  it  is  apparent  that  the  imports  of  St.  Jolin  de- 
creased in  the  year  1851,  while  the  exports  increased  considerably — 
thus : 

1850.  1851. 

Total  imports S3,9C(),735    $!3,23G,765    Decrease,  S729,970 

Total  exports 2,185,495      2,570,130    Increase,     384,635 

The  following  is  an  account  of  tlie  timber  and  lumber  cut  on  Ameri- 
can terrilor}',  and  lloatt-d  tlown  the  livcr  St.  John,  whicii  was  exported 
to  the  United  States  under  ecriilicate  of  origin,  in  the  years  1850  and 
3851,  with  their  estimated  value  : 


Articles. 


Boards  and  scantling,  M  feet. 

Clapboards M. . . 

Sliiiigles do. . . 

PiiIingH do. . . 

Harkniatack  timber. . .  .tons  . 

Latliff M. .. 

Pine  tinilMjr tons.. 

Siiii>-kiu;cs pioces 

Spars do... 


Total  value , 


1850. 


Quantity. 


2,658 

2,599 

4,169 

40 

30 

20 

1,324 

553 

28 


Value. 


$27 
40 
10 


,670 

,(170 

,490 

355 

\M 

20 

,965 

400 


1851. 


Quantity. 


88,175 


2,784 
3,^57 
6,M)H 
113 
727 
215 
565 


220 


Value. 


$35,775 

95,950 

17,030 

615 

3,635 

270 

3,955 


rr**  985 


158,165 


I  f 


COLONIAL  AND   LAKE   TRADE. 


453 


tonv.ngc 
rforeifrn 
the  year 


From  the  foregoing,  it  will  be  seen  that  the  export  to  the  United 
States  of  American  timber  and  lumber,  cut  on  the  upper  St.  John,  and 
shipped  through  the  port  of  St.  John,  has  very  nearly  doubled  within 
the  last  year,  and  is  understood  to  be  annually  increasing. 

The  following  is  an  account  of  the  principal  articles  of  colonial  pro- 
duce, growth  and  manufacture,  exported  to  the  United  States  from  the 
port  of  St.  John,  N.  B.,  during  the  year  ended  31st  December,  1851, 
with  their  value  : 


Total. 


ArticleB. 


*1, 932, 290 

312,895 

216,385 

21,615 

54,145 

27,065 

5,735 

2,570,130 


John  do- 
Icrably — 


^729,970 
384,035 

on  Ameri- 

cxportcd 

1850  and 


1831. 


Value. 


$35,775 

95,!»5() 

17,030 

615 

3,635 

270 

3,955 


JO       rr"  985 


Boards  and  scantling M  feet 

Pickets  and  palings  M  pieces. . . 

Laths do 

Shingles do 

Clapboards M 

Hackmatack  timber  and  knees tons 

Spars pieces . . . 

Staves M 


Fire-wood cords ... 

Lime lihds. ... 

Gypsum tons.. .. 

Grindstones pieces  . . . 

Ox  liorns hlids  and  crates 

Potatoes bushels. . . 

Coal tons 

Black  lead cwt 

Potash barrels.... 

Slieepskins orates,. . . 

Railway  sh-cpcr.s M  feet.. . . 

Pig  iron tons 

Oats bushels. . . 

Snuikcd  licrriiig:< boxes  . . . 

Mackerel barrels. . . 

Salmon,  pr('s('rv(!d ]>ackagcs.. 

Salmon,  fresh No. . . . 

Shall barrels. . . 

Alowivcs  and  herrings do 


Quantity. 


Value. 


2,997 

P7,285 

331 

1,655 

1,009 

1,270 

383 

960 

150 

3,750 

466 

2,695 

10 

50 

643 

8,035 

173 

865 

238 

390 

1,652 

2,120 

65 

80 

32 

330 

8,900 

6,180 

195 

900 

152 

325 

32 

320 

123 

5,275 

379 

2,500 

91 

3,405 

4,800 

2,400 

1,392 

1,865 

10 

60 

766 

16,115 

4,437 

4,440 

1W4 

1,345 

6,892 

21,565 

Total  valuii. 


125,080 


The  total  vnhic  of  the  hkc  description  of  articles  exported  from  the 
port  ol"  St.  John  to  tlu'  Llnitinl  States  in  1850,  was  $157,695;  showing 
a  decrease  of  that  class  of  exportalions  to  the  extent  of  $32,615  in  the 


year  1851. 


158,105 


^  i 


1  ■! 

I» 


I 

j 

1 


454 


ANDREWS     REPORT  OPT 


The  following  is  a  statement  in  detail  of  tlie  various  articles,  the 
growth,  produce,  or  manufacture  of  the  United  States,  imported  into 
the  port  of  St.  John  during  the  year  1850,  with  the  value  of  each  de- 
scription of  articles : 


Articles. 


Apothecary  ware 

Ashes ' 

Ale  ani  porter 

Bricks  

Books  and  stationery 

Bran 

Boats 

Bread 

Butter  and  cheese 

Barilla 

Broom  brush 

Bark 

Soap  and  candles 

Coifee  and  cocoa 

Coal .... 

Indian  corn 

Canvass 

Cork 

Cattle 

Clocks 

Cement 

Combs 

Copper  and  yellow  metal 

Cordage 

Carriages 

Confectionary 

Dyewood 

Eartiienware 

Furs 

Fruits  and  vegetables 

Pri3d  fruits 

I^eathers 

Fireworks 

Furniture 

Wheat  Hour 

Rye  Hour 

Fire  engine 

Groceries. . . , 

Glassware 

Glue 

Grain,  wheat 

Haberdashery 

Hay 

Hair 

Hemp 

Hops 

Hides.. 

Iron,  wrought  and  unwr<»u|fht. 
Iron  castings 


Indigo 

India  rubber  goods. 

Jewelry 

Leather 

Luml>er 

Lignumviti>^ 

Lard 

Live  stock. .....,., 


Quantity. 


1 

98 
3 

30 
1 


53 

30 

111 

155 


10 


,080 
,133 
,148 
,000. 
,761 

100 

4. 

,2.'»3 

233 

(iG 

,054 

,6oe 

,060 
,050 
.3'JI 

,nt4 

25 

J  2 

2. 

51.5' 

16 

261 

329 

20, 

11 

,243 

70 

62 

.771 

,140 

IH 

1 

,214 

,082 

,300 

1, 

505 

,109 
J) 

723 

576 
492 
o 

118 
43, 

78, 
276 
573 


168 

272 

24 

1,12H 

1.995 

55 

8,874 

1 


packages 
pounds. . . 
gallons  . . 


packages 
bags 


cwt 

cwt 

tons 

pounds  . , 

.do , 

.do 

.do 

tons 

bushels  . , 
yards. . . , 

bags 

head., . . , 


Itarrels, ,  . 
packages 

cwt 

packages 


1 


1 
37 
14 


cwt 

rwt 

packages 
. . ,do. . , , 
, ,  ,do. , . . 
cwt 

cwt 

box 

packages 
barnls. .  . 
.do 


1 

193, 
1, 


packages 
. ,  ,(lo., , . 


cases  

bushels  .  . . . 

packages  . . 

tons 

bags 

bales  

.do 

.do 

tons 

pack 's,  752 
pieces,  and 
4,53  cwt... 

pounds 

packiigira  . . 

.  .  .do 

...do 

feel 

tons 


pounilH     . . , 
dorse,    and 
6  coops  of 
poultry  . . . 


Value. 


$15,761 

4,98R 

628 

195 

24,472 

50 

142 

5,892 

1,826 

1,827 

3,85& 

3,155 

1,592 

22,636 

7.724 

46,391 

1,063 

191 

755 

42 

481 

1,331 

5,656 

3,742 

1,041 

181 

1,803 

1,068 

3,115 

9,906 

9,358 

90 

14 

3,190 

180,7.38 

44,240 

2,0,'n 

1,713 

4,f<85 

205,. 556 

24,477 

4,857 

30 

2,165 

942 

12.310 

9,651 


7,934 
127 

8,287 

2.125 

13,236 

155 

1,218 
931 


i 


191 


olns,  the 
rled  into 
sach  de- 


Value. 


$15,761 
4,98ft 
()2H 
195 
24,472 
50 
142 
5,892 
1,826 
1,827 
3,85G 
3,155 
1,592 
22,63G 
7.7:24 
46.391 
1,063 
191 
755 
42 
481 
1.331 
5,656 
3,742 
1,041 
181 
1,803 
1.068 
3,115 
9,906 
9,358 
90 
14 
3,190 
180.738 
44,240 

2,o;j7 

1.713 

4,885 

205,. "iSO 

24,477 

4,857 

30 

2,165 

942 

12.310 

9,651 


7,934 
127 

8,287 

2,125 

13,236 

l.W 

1,218 
931 


191 


COLONIAL  AND  LAKE   TRADE. 

Imports  into  the  port  of  St.  John — Continued. 


455 


Articles. 


Matches 

Meal 

Meat,  salted 

Mahogany  und  rosewood 


Mats 

Musical  instriiincntH 

Machinery,  (planing,  &c.). 

Molasses 

Moulding  sand 

Manure 

Marble 

Nuts 

Minerals 

Naval  stores 

Oil,  fish 

Oil,  palm 

Oars 

Plaster , 

Oakum 

Oysters 

Prints 

Rice 

Paint  and  putty 


Quantity. 


Sugar,  refined 

Sugar,  Muscovado. 

Spirits 

Spices 

Sirup 

Stoves 

Seeds 


Shot 

Scythe  and  irrain  stones 
Starch 


Tallow  and  soap  grease 
Tea 


Tobacco 

Timber,  locust 

Timber,  ))itch-pin(5  and  <Mik. 

Treonaiis 

Turpentine 

Varnlsli 

Vinegar 

Wine 


Whalelxjuc, .  .  , 
Wooden-ware  , 


28 

8,118 

13,551 

4,912 

50 
25. 

27. 

77,629* 

48 

75 

33 

301 

1 

2,260 

6,215 

78 

20 

240 

19 

193 

6 

209,048 

108 

516 

3,6tl:> 

22,37t; 

116 

84 

1. 

7,952 

2 

47 

19 

3,072 

41,246 

37,484 

1,677 

.')8,818 

2,2:i.'-) 

1,625 

15,999 

4,380 

3 

2,779 


cases .... 
barrels.. . 

cwt 

ft. ,56  pieces, 

4  packages 

packages  . . 

. .  .do 

. .  .do 

gallons  . . . 

tons 

barrels .... 


tons. 


packages 
package., 
barrels . . . 
gallons  . . 

cwt 

pairs 

barrels . , . 

tons 

barrels 

packages  . . 

pounds 

kegs      and 
barrels. . .  . 

cwt 

cwt 

gallons  . . . . 
pa(tkages  . . 
gallons 


pounds  and 
24  pkg.-J. . 

cwt 

packages . . . 

boxes 

cwt 

pounds.. . . 

...do 

tons 

,  .do 


gallons. 

.  .do  . . 

...do.. 


..do 

packages . 
..do 


Total  value, 


Value. 


$170 

24,657 
86,616 

688 

370 

1,212 

2,095 

8,295 

77 

222 

808 

2,508 

10 

4,376 

4,. 588 

685 

21 

310 

1,861 

360 

100 

8,042 

690 

4,387 

20,317 

19,442 

676 

75 

25 

1,392 

12 

353 

78 

22,470 

9.558 

68,356 

142 

11,937 

972 

858 

708 

1,575 

2,922 

62 

12,. 378 


1,120,582 


The  tullovviiin;  is  a  detMilcd  statrniont  of  the  principal  articlrs  im- 
ported t'ntai  th(^  United  States  at  the  port  of  St.  John,  in  the  year 
1851,  witfi  iheir  value : 


;  I 


I 


■■■ 


456 


ANDIIEWS'    KEPORT   ON 


Articlon. 


Apothcriiries'  ware. 
Alt!  and  porter.  . , . 
Ashes 


Biioks  II nd  stationery. 
Butter  and  (^iieuHO. . . . 
Bread 


Barilla 

Broom -straw  .... 
Candlt's  and  Hoap  , 
Coffee 


Quantity. 


3,506  gallofMi. 
1,001  cwt.... 


Coals 

Cider  and  vinegar 

Cordage 

Cariiujres 

Dye  wood 

Ell rt  hen  and  jrlassware 
Fruit  and  vcifetables. . 

Furniture    

Dried  fruit 

Wheat  tloiir 

Itvi'  tloiir 

Nfusical  instrunientsj  . . 

Corn-nioal 

Wheiit 


HH  cwt 

371  fwt 

()6    tOHH 

159  ewt 

15H  cwt 

1,(M»7  cwt 

IjHlH  tons  

I'J'A  barrels. . . . 

iil!)  puckiifT'^s.  ■ 


Value. 


jJO 

133  rwl. 


Corn  and  other  grain. 

Groceries 

Haherdashery 

Hides 

Ilojis 

Hemp 


1, ;».'■)  rwl  ... 

(iH,K7H  barrels. 
iJ,()^8...do.... 

13 

5,5.l!t  barrels. 

1.''>7,!HI()   l>ilsliels, 

40, L>  Hi... do.... 


Hardware 

Wrouifht  and  cast-iron  wares 

India  rubiier  goods 

Leather  iiiiinufactures  and  leather. 

Salted  meats 

Molasses 


^".-1  bales. 

(Id.  .do.  . 

•J17..do.. 


500  pnckagcB.  ■ 


Marble  and  other  stone. . . , 
Cabinet-wood,  veneers,  &c. 

Naval  stores 

Oysters 

Oil.... 


!).H75  cwt 

'J7.(!(I0  jrallons. 


Plaster 

Palm  oil 

Rice 

Seeds 

Refilled  sugar. 
Brown  sugar  . , 

Spirits 

Tallon 

Tea 


Trec'iuils . . . 
Tobacco  .... 
Wood-waroii 
I.ignuinvitn;., 

Wine 

Copper  

Hay 


Paints 

Pitch-pine  timber. 

Live  stock 

Machinery 

Printing  pri'ss  . . . . 
Firt'-cngincb 


1,H4(>  barr.ds 

::.'.7H,  .  .do , 

12,8.312  irallons.... 

4(U;  l.ariel.< 

'J4  <wt 

2,51;)  cwt 

212  bushels  .  .  . 

I,l<t2  cwt 

2..'>15  cwt 

72,82(t  gallons.... 

4.1w2  cwt 

5,25a  chests,    k4 
lbs.  each. . 

211  M 

3,777  cwt 


21  tons  . . . 

3,  I.V.I  iraihins. 

.3M  cwt 

34  tons  . . . 

15  cwt... . 

4.22H  tons... 

1  bull 


ToUl  value 1,422,930 


*27,025 

705 

5,490 

35,045 

870 

1,840 

1,965 

1,430 

2,050 

13,720 

fi,345 

295 

2,640 

1,200 

655 

9,910 

11,590 

6,775 

8,845 

297,820 

6,890 

530 

16,780 

149,. 325 

.34,:K') 

8,315 

l.W.JiOS 

2(1,435 

2,(160 

8,190 

39,600 

H,045 

12.9.35 

45,600 

81,9.35 

6,610 

1,740 

4,010 

3,.'»00 

5,610 
465 
175 

9,630 

2,905 
10,105 
16,010 
42,025 
36,020 

113,315 

2,.)80 

82,460 

13,0.35 

2.30 

2,400 

1,295 

335 

480 

20,990 

210 

1,375 

1,125 

1.590 


I 


Value. 


#27,025 
705 
5,490 
35,045 
870 
1,840 
1,905 
1,430 
2,050 
13,720 
f;,345 
295 
2.640 
1.200 
♦;55 
(t,!»10 
11,. WO 
«),775 
H.H45 
'^7,820 
0,890 

5:«) 

lfi,78l) 

149.. •125 

:t4,:K5 

H.315 

l.^.^ilfS 

2(1,4.35 

2,  (ICO 

8,190 

39,(i(IO 

11.(145 

12.9.35 

4.'>,(i(tO 

81,9.35 

(;,(;io 

1,740 
4.010 
3,. WO 

S.tllO 

4f)5 

175 

9,«>.30 

2,905 

l(t,105 

If), 010 

42,025 

30,020 

113,315 

2,. 180 

82.400 

13,0.35 

230 

2,4(M) 

1,295 

335 

480 

20,290 

210 

1,375 

1 ,  125 

L.'iOO 

1,422,930 


COLONIAL  AND   LAKE   TRADE. 


467 


From  the  two  preceding  tables  it  will  be  seen  that  llie  value  of  im- 
orts  from  the   United  States  at  the   port  of  St.  John  in  1850  was 
1,120,582;  and  in  1851  was  $1,422,930;  showing  an  increase  in  the 
latter  year  of  $302,348. 

An  examination  of  these  tables  will  also  show  that  the  imports  of 
coals  and  limber  at  St.  John  from  the  United  Slates,  both  in  1850  and 
1851,  fjir  exceeded  the  value  of  similar  articles  exported  to  the  United 
States  in  those  years. 

The  (|iianlily  of  coals  of  colonial  produce  cxijorled  to  the  United 
States  from  St.  John  in  1850  was  only  65  tons,  while  in  that  year  the 
quantity  of  coals  imported  from  the  United  Slatf-s  at  the  same  port  was 
2,321  toius.  The  coals  exported  were  of  the  soft,  bituminous  descrip- 
tion, wliilc  tliose  importe(l  were  anihraeiU!,  the  use  of  which  in  this 
colony  li)r  steamboats  and  ffxindries,  and  also  l()r  domestic  use,  to 
wiiich  they  have  not  yet  been  applied,  would  be  largely  increased  if 
they  were  importetl  free  of  duty.  In  1851  tin;  coals  exported  amounted 
to  105  toii.s,  and  the  import  from  the  Unitt-d  St;it(!S  to  1,816  tons. 

It  will  also  be  observed  that  New  Brunswick  imj)orts  iVom  the 
United  Slates  large  (juantities  of  pitch-pine  and  other  timber  which  are 
in  much  retpiest  l()r  ship  building  and  oth(;r  ))urposes.  In  1851  no  less 
than  4,2'.^S  ions  of  pitch-pine  timber,  valued  vit  $20,290,  was  imported 
at  St.  Joini  from  the  United  States.  The  demand  t()r  pilch-pine,  o;d\, 
locust,  hickory,  and  ])lack  walnut,  non(^  of  which  are  l()un(l  in  New 
Brunswick,  would  be  greatly  increased  if  they  were  tree  of  duly;  and 
various  oilier  descriptions  of  wood  tin*  cabinet  work  would  also  be 
sought  alter  under  the  like  circumstances. 

The  coals  and  timber  of  New  Brunswick  and  the  United  States, 
dilK-ring,  as  they  do,  so  widely  in  character  and  uses,  may  he  fairly 
exchanged  with  each  other,  each  liavnig  its  own  jXH-uliar  advantages 
for  certain  purposes. 

The  iiuiiilxr  of  vessels  belonging  to  the  United  Stales  which  entered 
at  the  p(»ii  of  Si.  John  during  the  year  1851  was  02,  of  the  burden  of 
37,308  Ions.  The  largest  of  these  vessels  took  cargoes  of  timber  and 
deals  iVom  Si.  Joiai  direct  to  ports  in  the  rniled  Kingdom,  earning  fair 
freight.  The  nunilxr  so  employed  in  1851  was  41,  ot  the  burden  of 
29,831  tons.  The  remaining  51  vessels,  of  the  burden  of  7,477  tons, 
were  em[)loyed  in  voyages  between  St.  .lolin  and  the  United  States. 

The  number  and  tonnage  of  new  ships  built  and  fitted  out  at  the 
port  of  Si.  Joliii  in  1850  and  1851  are  as  Ibllows: 


Year. 


Nuinl)cr. 


18.")(). 
1851. 


58 
74 


Tons. 


20,377 
38,960 


Of  the  new  ships  built  at  St.  John  in  1851,  tiiurteen,  measuring 
10,332  tons,  wen;  for  owners  in  the  United  Kingdom,  and  twenty-one 
others,  of  the  burden  of  11,398  tons,  were  sold  and  transtiTred  toother 
ports  during  the  ycai".     This  amounts  to  21,730  tons  of  shipping  ex- 


■M 


458 


ANDREWS      REPORT    ON 


ported  from  St.  John  during  the  past  year,  cstip^'atful  at  $800,000, 
whicli  does  not  fi|)pcJir  in  the  export  returns. 

A  great  improvement  in  the  model  and  finish  y  i  New  Brunswick 
')uilt  ships  lias  taken  j)lace  within  a  tew  years,  and  thfir  value  has 
tiiereby  been  greatly  augmented  in  the  English  market.  Larch  timber, 
better  known  by  its  loeal  nam*  s  <({'  haekmatac  or  tamarack,  is  now 
chiefly  used  in  the  construction  fJ'  the  New  lirunswiek  ships;  nnd  this 
wood  has  been  so  greally  a|)proved,  that  in  18/)0  tin;  eonaiiiitee  of 
underwriters  at  Jj1o\  d's  deeidcd  to  admit  haekmatac  vessels  to  the 
red  star  class  ti)r  six  years.  This  year  tiie  same  eommittee  has  further 
resolved  to  a(hnit  these  vessels  to  the  seven-years  class-  The  restilu- 
tion  runs  thus: 

'  Haekmatac,  tamarack,  juniper,  and  larch,  of  good  quality,  fre<>  from 
sap,  arul  not  grain-cut,  will  be  allowed  in  the  constructien  cf  ships  in 
the  seven-years  class,  fi)r  the  ti)llowing  parts:  Floors;  lirst,  second, 
and  third  tJx'i-hooks  and  top-timbers;  stem  and  stern  post;  transoms, 
knight-head-,  hawse-tinilx-rs,  apron,  and  dea.<l-W(K)d." 

The  nuiiiher  of  vessels  i)elon(fing  to  the  j)ort  of  St.  .John  on  the  31st 
day  of  December,  bSoO,  was  /i.'J.O,  of  the  burden  of  J)9,4i)0  tons.  On 
the  31st  day  of  December,  18.'j1,  the  number  was  filH,  of  ihe  burden 
of  94,810  tons;  the  dec-rease  is  attributed  to  a  number  of  old  vessels 
being  sold  during  18.0). 

The  j)opulaiion  of  St.  John  being  undiT  30,000  souls,  the  pro[)()rtion 
of  tonnage  U)  population  is  unusually  large. 


:M 


COLONIAL   AND    LAKE    TRADE. 


450 


soo.ooo, 

unswick 
;ilue  has 
li  timber, 
<,  is  now 
Mild  this 
11  III  tee  of 
U  to  the 
13  further 
ic  rcsolu- 

(Vcc  from 

ships  in 

:,  second, 

1  ransoms, 

1  ih(!  31st 
oiis.  On 
ic  burden 
1(1  vessels 

iinniortion 


An  nrrnvnf  of  (hi  /nirnhf-rx,  tonnnge,  and  mm,  nf  vessrh  that  entrrrd  hiward 
and  cleared  out  word  at  the  port  of  St.  Andrews  and  its  out-hnijs  in  1850. 


Place  whenPB  enfTod, 

Vessels. 

Port. 

Entered  in 

ward. 
Men. 

Cleared  outward. 

or  to  winch  cluumd. 

No. 

Tons. 

No. 

Tons. 

Men. 

United  Kingdom 

Dritish. 

Itritisli. 

Foreign. . 
Mritisli... 
liritish... 

British. 
Hritish.  ' 

V. 

Foreign  } 

St.  Andrews. . . , 
St   Stephens.... 
(^anipo  Hello. . .. 
Magaguadurio  . . 

H 
1 
3 

3, .374 
337 
73(i 

13 

37 

Hi 

4.!M;(i 

H,31!l 

.V.W 

■'6 

16!) 

3ti6 

30 

329 

Total 

'  St.  Andrews. . . . 

■.!tl,tfiV.» 

1!2 

3,437 

13H 

yt 

784 

3        '  •  ^ 

33 

I'nitod  Kingdi 

S'.  Stephens, . , , 

3 

3 

I.i>v3 

i.3:t.'i 

33 

IVlaguguadiirio  . . 

37 

Total 

«■  :i,\tj:, 

103 

St.  Andrews. .. . 
■St.  Stephens. .. . 
.MngHgiiadario  . , 

1 
8 

414 

l,7«ti 

1!) 

«1 

Itritisli  West  Indie 



31 
1 
I 

3,5.3« 
l.'-)4 
337 

mi 

6 

C'ampo  Dellu. ... 
Total 

St*  StopllCIlBt  •  •  . 

2 

243 

13 

11 

11 

3 ,  433 

113J     33 

3,i»l7 

11(8 

liritisli  West  IndieH  . . . . 

0 

3.'i0 

la 

St.  StonheriR. .. . 

Montevideo 

.... 

1 

lti7 

9 

Cunipo  Bello. . . . 

St.  Andrews. ... 
St.StopheiiH.... 
MagH|riiadiirio  . . 
Cam|>u  Uello. . , . 

Total 

St.  Andrews... . 

St.  Ste|ilH'iis 

Magugiiadario  , . 
Canipo  Uello. .. . 

Total 

St.  Andrews. .. . 
St.  Stephens.... 
Magaguadario  . . 

Total 

Grand  total. 

Island  St.  Murtit 

a 

3.'i() 

13 

.... 

Uritish  N.  A.  Colonies. . 

14 

(i 

.'■)73 
1,.')44 

434 

44i     14 

117     31) 

3h       7 

53     33 

7.'VI 
773 
31'." 
644 

54 

HI 
24 
77 

_. 

73 

3,ii.')3 

343,     74 

3,3Htt 

236 

United  States 

lt)3 
33 

374 

M,77."i 
Hti7 

44f|    3S 

3ti4;     1 

41111  IDN 
73*    3.3 

l,.'i34 

707 

'J,l).i7 

1,4(m: 

96 
13 

2H4 
94 

3.'-),;V'14 

l.lK^j   l(i(» 

(J,3'.t8 

489 

United  Stales 

3:»;t 

.•|;<,!)0| 
3.3H^ 

l,7(tH 

2,()3«:  333 

H<|' 

33,^Ki 

ij  1.1.1 

1,986 

.l.'-l 

.5       .'■.(i7 

31 

Sfio 

37,!)H7 

3,170 

344  34,3% 

-',036 

• 

733 

73,693 

3,K=il 

G6I 

71,35H 

3,867 

;• 


The  total  arnouni  of  shipping  owned  at  the  ixirt  of  Mirarnichi  on  the 
31st  day  of  l)<'e(inl)er,  1851,  was  93  vessels — 7,4(iG  tons.  During 
1851,  the  numl)<r  of  new  vessels  built  on  the  gulf  coast  of  New  Bruns- 
wick was  tweiitv-oiie,  measuring  11,879  tons;  of  these  lour  were  over 
1,000  tons  each,  and  five  were  over  700  tons  each. 


V 


,%^ 


^. 


IMAGE  EVALUATION 
TEST  TARGET  (MT-S) 


1.0 


I.I 


■  36 


1^         m 

1^    IW22 

S  Hi    ■" 

■^       ._ 

IWUu 


1.25   ||.4 

^ 

M 

6"     — 



► 

Photographic 

Sciences 

Corporation 


23  WEST  MAIN  STREET 

WEBSTER,  N.Y.  M5S0 

(716)  «73-4S03 


s     4^ 


ZA 


t 


f 

ii- 

[I 

1^ 


'■ 


il  if  ' 

III 


460 


ANDREWS'    BBPORT  ON 


The  vessels  which  entered  inward  and  cleared  outward  at  Miramichi 
during  the  years  1850  and  1851  were  as  follows : 


1850. 

1851. 

Countries. 

Inward. 

Outward. 

Inward. 

Outward. 

No. 

Tons. 

No. 

Tons. 

No. 

Tons. 

No. 

Tons. 

OrflAt  Britain •••••«>.«•■■ 

42 

118 

29 

13 

16,438 

10,695 

7,512 

3,088 

95 

93 

3 

6 

34,886 

4,888 

102 

501 

48 

124 

38 

9 

19,017 

10,305 

9,152 

1,512 

104 

100 

6 

6 

39,146 
5,581 

Britifth  Gnlnnios  ...•....>• 

United  States 

307 

Foreign  States  .........>• 

220 

Total 

202 

37,733 

196 

40,377 

219 

39,986 

216 

45,254 

The  total  value  of  imports  and  exports  at  Miramichi  in  1851  is  thus 
stated:  Imports,  $347,990;  exports,  $411,700. 

Of  the  imports  at  Miramichi  in  1851,  goods  and  merchandise  from 
the  United  States,  of  similar  descriptions  to  those  imported  at  St.  John, 
were  received  to  the  extent  of  $47,435. 

The  exports  to  the  United  States  in  1851  were  as  follows : 


Articles. 

Quantity. 

Value. 

Alowives.. 

1,337  barrels 

458.... do 

2. . .  .do 

3. . .  .do 

55.  ...do 

2 do 

73,736  pounds 

77,000 

$4,160 
5  715 

Salmon. 

Shad 

10 

Bass 

15 

Herrings 

155 

Mackerel - 

15 

Preserved  salmon 

13,050 
135 

Shingles ........ 

Total 

23,255 

In  the  year  1850  five  American  ships,  of  the  burden  of  2,273  tons, 
took  cargoes  of  timber  and  deals  from  Miramichi  to  London ;  and  in 
1851,  six  American  ships,  of  the  burden  of  2,954  tons,  also  took  car- 
goes to  the  United  Kingdom  from  this  port,  under  the  provisions  of  the 
British  navigation  laws. 

At  the  port  of  Dalhousie  the  value  of  imports  in  1851  was  $128,570; 
of  exports,  $152,015.  There  were  28,202  tons  of  pine  timber  exported 
to  the  United  Kingdom  in  1851.  The  shipping  returns  at  this  port  are 
as  follows :  Inward,  108  vessels — ^21,774  tons ;  outward,  102  vessels— 
23,666  tons. 

At  Bathurst  the  value  of  imports  in  1851  was  $77,850 ;  of  exports, 
$115,090.  Shipping,  inward,  89  vessels — 14,065  tons;  outward,  79 
vessels — 15,991  tons. 

At  Richibucto  the  value  of  imports  in  1851  was  $109,000,  and  the 
value  of  exports,  $133,155.     Shipping,  inward,  106  vessels — 16,780 


iramichi 


utward. 


Tons. 


39,146 

5,581 

307 

2% 


45,254 


)1  is  thus 

dise  from 
St.  John, 


Value. 


«4,160 

5,715 

10 

15 

155 

15 

13,050 

135 

23,255 


,273  tons, 
II ;  and  in 
took  car- 
xma  of  the 

$128,570; 
r  exported 
is  port  are 
:  vessels — 

»f  exports, 
itward,  79 

0,  and  the 
s— 16,780 


COLONIAL  AND  LAKE   TRADE. 


461 


tons;   outward,  105  vessels — 18,305  tons.     Among  the  vessels  at 
Richibucto  in  1851  were  the  following  vessels  not  British : 


Name  of  veaael. 

Nation. 

Whence. 

Tons. 

Cargo  inward. 

Wliither  bound. 

Cargo. 

Urania 

Norwegian  .. 
Prussian  .... 

Calais,  France.. 
New  York 

244 
860 
861 
188 
846 
866 
191 
8% 
828 
414 
8T4 
STO 
864 
844 

Ballast 

London 

Hull 

Deals. 

Cora 

....do  

..do. 

LoUando  

do 

Gloucester 

....do  

..do. 

Louise 

French  

do 

..do. 

do 

,...do  

OhriBtiana 

do 

Hull 

Pacific 

American.... 
do 

New  York 

....do  

Belfast,  Ireland. 
Hull. 

Grimsby 

do 

Deals. 

Florence .... 

Paladin 

Prussian  .... 

....do  

Deals  and  spars. 
Deals. 

l^ofna 

Norwegian  .. 
Russian 

....do  

....do  

do 

..do. 

Mathllde  Helena. 

Mecklenburg. 
Prussian  .... 
Norwegian  .. 

Hull 

Deals  and  span. 
Deals. 

Hevelius 

Halifax 

New  York 

British  goods... 
Ballast 

Cork 

Marthina 

Fleetwood 

..do. 

The  trade  of  the  colony  of  New  Brunswick  for  the  year  1851  is  thus 
summed  up : 

Imports  at  St.  John $3,749,585 

Imports  at  ports  on  the  Gulf 877,855 

Imports  at  St.  Andrews 225,000 

Total  imports  in  1851 4,852,440 

Total  imports  in  1850 4,077,665 


Increase  in  1851 


774,775 


Exports  from  St.  John $2,055,130 

Exports  from  ports  on  the  Gulf 1,454,975 

Exports  from  St.  Andrews 270,000 

Total  exports  in  1851 3,780,105 

Total  exports  in  1850 3,290,090 


Increase  in  1851 


490,015 


Ships  inward  and  outward  in  New  Brunswick  in  1851. 


Great  Britain. 

British  Colonies. 

United  States. 

For'n  States. 

Total. 

No. 

Tons. 

No. 

Tons. 

No. 

Tons. 

No. 

Tons. 

No. 

Tons. 

Inward 

Outward 

273 
815 

113,665 
347,757 

1,275 
1,182 

87,965 
73,280 

1,453 
950 

274,594 
111,772 

57 
34 

12,926 
5,719 

3,058 

2,981 

489,150 
538,528 

!■ 


'.% 


if     ' 

it 


11 


] 


Hi 


I   ;' 


B.  !,- 


'  1^  «■  M  i; 

Mil' 


%i 


462  ANDREWS*   RlBPORT  ON 

Ships  and  vessels  owned  in  New  Brunswick,  December  31,  1851. 


Sailing:  vnssels — 
Under  50  tons. 
Abuvu  .ID  tuns . 


Stoam  vcHHcIs — 
I'ndpr  5ll  tons. 
Above  5U  tons. 


Total. 


Number. 


4.38 
340 


5 
13 


Tons. 


l(t.8.'>7 
l()r>,f<.')4 


i;«6 

1.111 


Tot.xl. 


Nimibor 


778 


18 


TonR. 


116,711 


1,577 


7")6 


118,288 


Number  of  7ietv  vensels  built  in  JSew  Brumwich-  in  1851. 


St.  John.... 

Miraniic-lii . . 
St.  Andrews 


Number. 

Tons. 

(il) 

21 

6 

28,G28 

5,603 

109 

•  ■  . 

87 

34,350 

An  :iv(^r;i<;(*  of  nearly  400  tons  to  each  vossol. 

The  v;ihir  of  imports  into  the  port  of  St.  Joliu  and  its  outbays  from 
the  United  States  in  J 851  was  $1,530,900,  heiiig  an  int:rea.se  on  the 
prece(hn<ij  yar  of  $3()5,0()0.  Fnlly  one-third  of  all  the  imports  into 
New  Btunswielv  are  drawn  trom  the  United  Stales,  and  the  -lount 
would  be  greatly  increased  under  more  liberal  arrangements. 

Fis/icrics  of  New  Bninstvick  ift  (he  Btiij  of  Futuhj. 

The  lltllowiiig  statement  of  the  extent  and  \n\\\v  of  ili(>  New  Bruns- 
wick lisheri<'s  in  the  liay  of  Fundy  is  from  an  oHi.ial  document,  com- 
pil(>d  willi  ureal  care,  in  I.SoO,  by  a  gentleman  who,  in  lliat  year,  was 
appoinied  to  visit  and  inspect  the  various  fishing  staiions  and  establish- 
ments in  the  bay  : 

Gnniif  MdiKiii. — At  this  island  there  are  twenty-l!)ur  fishing  vessels, 
with  two  liiiudred  and  ninely-()ne  men  ;  an«l  ninety-fi>ur  boats,  with  two 
hundred  and  eighty-two  men.  The  precise  (juaiitilits  of  cod,  pollock, 
hake,  haddock,  and  herrings  arc  not  .stated,  but  the  total  catch  is  esti- 
mated at  $;.J7,500. 

Campo  liillo. — At  this  island  there  are  eleven  fishing  vessels,  with  fitty- 
two  m<'n;  fifty  boats,  with  one  hundred  men;  and  Uvenly-one  weirs,  at- 
tended by  on(>  hundred  www.  The  catch  of  all  these  in  1850  is  thus 
stated  :  5,340  (|uintals  of  pollock,  1,750  quintals  of  cod,  5,100  barrels 
of  herrings,  480  barrels  of  mackerel,  150  barrels  o\^  pickled  haddock 


COLONIAL   AND   LAKE   TRADE. 


1. 


Ul. 


TonH. 


116,711 


1,577 


118,288 


Tone. 


28,028 

5,603 

109 


34,350 


bays  from 
so  on  tlic 
ports  into 
lie     nount 


>w  Biuns- 

lyear,  was 
Tcslahlisli- 

hpf  vessels, 

I,  willi  two 

II,  pollock, 
ich  is  esli- 

with  fifty- 
weirs,  at- 
hO  is  thus 
loo  barrels 
haddock 


463 


and  cod,  120  barrels  of  oil,  and  40,000  boxes  of  smoked  herrings. 
Total  valu(>,  $40,940. 

West  Isles. — At  this  group  of  islands  (in  the  immediate  vicinity  of  the 
boundary,  ni'ar  Kaslport)  there  arc  twenty-seven  fishing  vessels,  with 
one  hundred  and  fifty-six  men ;  two  hundred  boats,  with  five  liundred 
men ;  and  sr'ven  weirs,  attended  by  thirty-fiv(;  men.  The  catch  of 
these  hi  18.00  is  thus  stated:  20,800  (juintals  of  {)ollock  and  hake, 
3,750  ((uinlals  of  cod,  3,500  barrels  of  lieniiiys,  800  barrels  of  pickled 
cod  and  liaddock,  450  barrels  of  oil,  and  5,000  boxes  of  smoked  her- 
rings.    Total  valuf!,  $51,000. 

Harhnr  of  St.  John. — In  this  harbor  there  are  about  two  hundred 
boats  and  five  hundred  men  employed  in  the  fisheries.  The  catch  of 
1850  is  thus  stated:  40,000  salmon,  (expr)ried  to  Boston,  &c.,  fresh, in 
ice,)  14,000  barrels  of  alewives,  and  1,200  barrels  of  shad.  Total 
value,  $100,000. 

CumlMiioiid  bay. — In  the  northeastern  arm  of"  the  Bay  of  Fundy, 
known  as  Cumberhmd  bay,  there  are  two  hundred  and  thirteen  fishing 
boats,  with  fiv<!  hundred  and  tw(;nty  men.  'I'he  catch  of  1850  is  thus 
stated  :  4. 100  barrels  of  shad.     Value,  $24,000. 

At  various  smaller  stations  on  the  bay  shore  the  fisheries  for  shad, 
salmon,  herrings,  cod,  pollock,  hake,  mid  haddock,  were,  in  1850,  es- 
timated at  the  value  of  $10,000. 

Total  value  of  New  Brunswick  fisheries  within  the  Bay  of 

Fundy,  in  1850 $263,500 

The  free  navigation  of  the  ?ii.'cr  Sf.  .John. 

The  (Wtent  and  navigable  character  of  the  river  iSt.  John  have  been 
already  noticed. 

From  its  mouth,  at  the  harl>()r  of  St.  John,  in  the  Bay  of  Fundy,  to 
its  source,  at  the  Meijarmiitte  portage,  in  the  highlands  which  separate 
Maine  and  Canada,  its  length,  us  already  stated,  is  f()ur  hundred  and 
fifty  miles. 

From  the  sea  to  the  Grand  Falls,  the  distance,  ms  bel()re  mentioned, 
is  about  two  hundnul  and  twenty-live  miles  ;  up  to  that  point,  the  river 
runs  exclusively  within  British  territory.  Ahout  three  mih's  above  the 
falls,  till'  (hm  north  line  from  the  monument  at  the  source!  of  the  St. 
Croix  strikes  the  river  St.  Jolin  ;  from  thence  the  boundary  between 
Maine  and  New  Brunswick  is  fi)und  in  the  middli'  eliaunel  or  deepest 
water  ot"  llu^  river,  up  to  the  St.  Francis,  a  (.listauee  of  seventy-five 
miles.  In  this  distance  the  right  bank  of  the  St.  John  is  within  the 
Slate  of  Main(>,  and  the  h  ft  bank  in  the  province  of  New  Brunswick. 

From  the  mouthofthc  St.  Francis  to  a  point  on  the  southwest  branch 
of  the  Si.  John,  where  the  line  run  under  the  treaty  of  Washington  in- 
tersects that  branch,  the  distance  is  one  hundred  and  twelve  niih's  ;  and 
tor  that  entire  distance  tlie  river  St.  John  is  wholly  within  the  State  of 
Maine. 

From  the  point  just  mentioned,  to  the  monument  at  the  source  of  the 
river  on  the  Metjarmette  portage,  the  distance  is  about  thirty-eight 
miles.  The  right  bank  of  the  river  only  is  in  Maine,  the  left  bank  being 
within  the  province  of  Canada. 


I 


464 


ANDREWS'   REPORT  ON 


•s 


I:   ' 


It  is  therefore  apparent  that  nearly  one-half  of  the  extensive  river  St. 
John  is  within  the  [Jnited  States,  whose  citizens  thus  become  greatly 
interested  in  its  navigation.  Besides  the  main  stream  of  the  St.  John, 
there  are  also  largo  tributaries,  some  of  them  wholly,  and  others  par- 
tially, within  the  State  of  Maine ;  and  it  has  been  estimated  that  there 
are  one  thousand  three  hundred  miles  of  navigable  water  in  the  St. 
John  and  its  tributaries,  to  be  used  in  common  by  British  subjects  and 
American  citizens. 

The  territory  watered  by  the  St.  John  and  its  tributaries  comprises 
nine  millions  of  acres  in  New  Brunswick,  about  two  milUons  in  Canada, 
and  six  millions  in  ihe  United  States. 

The  portion  within  the  United  States  is  covered  with  timber  of  the 
most  useful  and  valuable  descriptions. 

After  the  settlement  of  the  boundary,  by  the  treaty  of  Washington, 
in  1842,  it  was  divided  in  nearly  equal  proportions  between  the  States 
of  Maine  and  Massachusetts,  each  of  which  has  since  sold  a  number  of 
townships  for  lumbering  purposes,  and  granted  permits  for  the  like 
object  to  a  large  extent. 

The  whole  of  the  timber  and  lumber  cut  within  this  district  (with  the 
exception  of  a  small  quantity  wliich  is  floated  down  the  Penobscot) 
finds  its  way  to  the  seaport  of  St.  John.  On  being  shipped  from  thence, 
it  has  been  subject  to  an  export  duty,  since  the  1st  May,  1844,  at  the 
Ibllowing  rates  :  on  every  forty  cubic  feet  of  white  pine  timber,  twenty 
cents ;  on  every  Ibrty  cubic  feet  of  spruce  timber,  fifteen  cents ;  and 
the  same  on  every  t()rty  cubic  feet  of  hackmatac,  hard-wo<Kl  timber, 
masts,  or  spars  ;  and  the  sum  of  twenty  cents  on  every  thousand  super- 
ficial feet  of  saw-logs,  sawed  lumber,  or  scanthng. 

This  export  duty  is  paid  by  all  timber  and  lumber  alike  in  New 
Brunswick,  and  in  every  part  of  the  province.  It  was  imposed  in  con- 
sequence of  tlie  (lilFiculty  and  expense  of  collecting  stump.ige  in  New 
Brunswick ;  and  in  tlie  local  act  which  first  passed  in  that  colony  all 
timber  and  lumber  cut  by  American  citizens,  within  the  limits  ot  the 
United  Slates,  and  floated  down  the  river  St.  John,  was  expressly 
excepted  from  its  operation.  But,  upon  its  opinion  of  thtj  law  officers 
of  the  Crown  in  England,  this  act  did  not  receive  the  royal  assent, 
because  it  was  held  that  such  an  exception  was  contr;>ry  to  the  letter 
and  the  spirit  of  the  treaty  of  Washington,  which  expressly  provides 
by  its  3d  article  "that  aU  the  produce  of  the  forest,  in  logs,  lumber, 
timber,  boards,  staves,  or  shingles,  or  of  agriculture  not  being  manu- 
factured, grown  on  any  of  those  parts  of  the  State  of  Maini^  watered 
by  the  river  St.  John,  or  by  its  tributaries— of  which  fact  reasonable 
evidence  shall,  if  r<M|uired,  be  produced — shall  have  free  access  into 
and  through  the  said  river,  and  its  said  tributaries  having  their  source 
within  the  State  oi'  Maine,  to  and  from  the  seaport  at  the  mouth  of  the 
said  river  St.  John,  and  to  and  round  the  falls  of  said  river,  either  by 
boats,  rafts,  or  other  conveyance;"  ^Uhnt  when  within  the  province  of  New 
Brunswick,  the  said  jmxlucc  shall  be  dciilt  with  as  if  it  were  the  produce  of 
said  province.''^ 

The  refusal  of  the  Crown  to  assent  to  the  colonial  act  was  based  upon 
the  principle  that  neither  the  legislature  of  New  Brunswick  nor  the 
imperial  government  had  either  the  right  or  the  power  to  make  any  dis- 


river  St. 
!  greatly 
5t.  John, 
lers  par- 
lat  there 
n  the  St. 
jeets  and 

omprises 
Canada, 


er 


of  the 


ishington, 
he  States 
lumber  of 
r  the  like 

t  (with  the 
•enobscot) 
»m  thence, 
^44,  at  the 
LT,  twenty 
:ents;  and 
1(1  timber, 
rind  super- 

ie  in  New 
d  in  con- 
fcre  in  New 
colony  all 
nits  ot  the 
xpressly 
w  officers 
al  assent, 
the  letter 
provides 
rs,  lumber, 
!ig  manu- 
watered 
reasonable 
iccess  into 
icir  source 
)uth  of  the 
either  by 
ijwc  of  iVew 
yroduce  of 

lased  upon 
ick  nor  the 
ke  any  dis- 


;  ( 


OOIiONIAZ.  ANk)  LAKB   TRADE. 

tinction  between  the  produce  of  the  United  States  floated  down  the 
river  St.  John  and  the  produce  of  New  Brunswick.  If  it  were  once 
conceded  that  a  distinction  could  be  drawn,  such  distinction  could  be 
carried  out  so  as  to  operate  very  disadvantageously  upon  American 
produce.  The  British  government  in  such  case  might  maintain  that 
such  timber  and  other  articles  in  the  United  States  floated  down  the 
St.  John  were  subject  to  foreign  duty  on  importation  into  England, 
while  similar  articles  from  New  Brunswick  were  admitted  at  a  nominal 
duty  only. 

After  this  construction  of  the  principle  of  the  treaty,  the  legislature 
of  New  Brunswick  passed  a  second  act  rendering  all  timber  and  lumber 
exported  from  the  province  alike  subject  to  the  export  duty ;  and  this 
act  has  been  in  operation  since  May  1, 1844. 

The  following  is  a  statement  of  the  quantities  of  limber  and  lumber 
being  floated  down  the  river  St.  John  during  the  present  season  of 
1862: 

100,000  tons  white-pine  timber,  at  $6  per  ton $600,000 

10,000  tons  hackmatac  timber,  at  $7  per  ton 70,000 

50,000,000  while  pine  logs,  at  $6  per  thousand 300,000 

20,000,000  spruce  logs,  at  $5  per  thousand 100,000 

5,000,000  pine  boards,  at  $15  per  thousand 750,000 

15,000,000  cedar  and  ])ine  shingles  at  $3  per  thousand 45,000 

5,000,000  pieces  clapboard,  at  $16  per  thousand 80,000 

Total 1,945,000 

As  prices  are  advancing,  the  value  of  the  produce  of  the  forest  above 
given  may  be  safely  slated  at  two  million  of  dollars. 

In  any  agreement  tor  the  free  navigation  of  the  St.  John  by  citizens 
of  the  United  States,  it  should  be  stipulated  that  their  lumber  cut 
within  American  territory,  and  floated  down  the  St.  John,  should  not 
be  subject  to  export  duty  if  shipped  from  thence  to  tlie  United  States. 
Such  a  stipulation  would  only  be  just  and  lair,  and  would  relieve  our 
citizens  from  the  payment  into  the  treasury  of  N(!W  Brunswick  of  the 
large  sums  they  now  contribute  annually  toward  the  support  of  the 
government  of  that  colony. 

All  the  limber  which  floats  down  the  Si.  John  is  collected  in  one 
boom.  Each  piece  is  clearly  and  distinctly  marked,  and  can  be  imme- 
diately recognized  by  its  owner  ;  if  not  so  marked,  it  is  forfeited  to  the 
Boom  Company.  Crown  officers  are  appointed  to  examine  the  whole 
of  the  timber  which  comes  down  the  St.  John,  and  that  which  is  cut 
within  the  limits  of  the  United  Stales  is  readily  recognised  by  them. 
There  could,  therefore,  be  no  difficulty  in  identifying  such  timber  and 
lumber  when  shipped,  and  in  relieving  it  from  export  duty,  if  an  agree- 
ment to  that  effect  should  be  entered  into  between  the  respective  gov- 
ernments. 

The  St.  John  is  navigable  by  large  steamers  and  by  sea-going  ves- 
sels of  120  tons,  up  to  Fredericton,  which  is  eighty  miles  from  the 
Bay  of  Fundy.  In  1848  Fredericton  was  created  a  port  of  entry,  and 
in  1851  two  vessels  entered  there  from  Boston.  It  is  staled  that  not 
30 


% 


ll     ■ 


It: 


466 


ANDREWS     REPORT  09 


I  i     ' 


less  than  fifty  thousand  passengers  were  transported  between  St.  John 
and  Frinlericton  by  steamers  in  1851. 

Above  Fredericton  the  river  is  navigable  lor  small  steamers  to 
Woodstock,  a  distance  of  sixty-five  miles,  and  from  ihence  to  Grand 
Falls,  about  seventy-five  miles  farther  up.  The  river  is  also  occasion- 
ally navigated  by  small  steamers  during  the  season. 

In  1849  the  legislature  of  New  Brunswick  granted  the  sum  of 
$40,000  towards  improving  the  navigation  of  tlie  St.  John  between 
Fredericton  and  the  Grand  Falls;  this  amount  to  be  expended  at  the 
rate  of  $8,000  per  annum  for  five  years.  The  expenditure  commenced 
in  1850.  The  navigation  is  already  greatly  improved  ;  and,  in  a  few 
years,  it  is  believed  the  river  below  the  Grand  Falls  will  be  (juite  freed 
from  obstructions,  and  rendered  navigable  from  thence  to  the  sea  lor 
light  draught  steamers. 

In  taking  the  census  of  1851  it  was  found  that  there  are  in  New 
Brunswick,  upon  streams  flowing  into  the  St.  John,  218  saw  mills  and 
147  grist  mills.  The  tributaries  of  the  St.  John  aff()rd  an  amount  of 
water  power  which  is  incalculable ;  a  very  small  portion  only  has  yet 
been  employed. 

The  country  bordering  on  the  St.  John  is  well  adapted  for  settle- 
ment and  cultivation ;  the  soil  is  excellent,  and  produces  large  crops. 
As  yet,  it  is  very  thinly  populated ;  still  it  was  lountl,  by  the  recent 
census,  that  in  the  counties  bordering  on  the  St.  John  the  following 
quantities  of  cattle  were  owned,  and  crops  raised,  in  1850: 

Cuttle,  89,657  head;  sheep,  96,760;  swine,  23,391;  hay,  129,000 
tons ;  oats,  846,445  bushels ;  potatoes,  1,060,883  bushels ;  wheat 
(above  Fredericton,)  42,500  bushels ;  butter,  763,334  cvvt.;  and  maple 
sugar,  124,000  pounds. 

The  larch  or  hackmatac  timber,  which  abounds  in  all  the  territory 
watered  by  the  St.  John  and  its  tributaries,  is  highly  prized  lor  ship- 
building, and  is  greatly  sought  alter  by  American  ship  builders.  Ships 
built  of' this  wood  are  rated  as  first-class  ll)r  seven  years,  while  those 
built  of  spruce  and  pine  only  stand  in  that  rank  f()ur  years. 

So  much  of  this  wood  was  carried  out  of  New  Brunswick  into  Maine 
and  Massachusett  in  1850  for  ship  building  purposes,  that  the  legisla- 
ture of  New  Brunswick  became  alarmed,  lest  the  fehip-yards  of  that 
colony  should  fall  short  of  a  supply ;  and  a  special  export  duly  was, 
thcreli)re,  imposed  on  knees,  foot-hooks,  and  floor  limbers,  when  sent 
out  of  the  country.  This  act  has  been  suspended  in  its  operation 
during  the  present  year ;  but  the  very  fact  that  such  a  duly  has  once 
been  imposed,  and  that  it  may  be  demanded  in  another  season,  is 
another  ami  powerful  reason  for  an  amicable  and  e()uitable  .-irrange- 
ment  which  will  open  the  navigation  of  the  St.  John  to  citizens  of  the 
United  States,  and  relieve  them  from  the  payment  of  all,  or-  any  export 
duties  upon  their  products,  whether  of  the  forest,  of  mines,  or  of  agri- 
culture, in  their  transit  to  the  sea. 

As  valuable  interests  arise,  and  border  relations  become  more  com- 
plicated, this  question  will  yearly  become  more  difficult  of  arrange- 
ment. The  magnitude  of  lumbering  operations  upon  tne  waters  of  the 
St.  John,  and  the  expense  at  which  those  operations  are  conducted  by 
the  enterprising  and  industrious  citizens  of  Maine,  as  also  the  interests 


COLONIAL  AHD  LAKB   TRADB. 


467 


)       ■ 


St.  John 

iimers  to 

0  Grand 
occasion- 
sum  of 

1  between 
0(1  at  the 
mmenced 
,  ill  a  few 
|uile  freed 
ne  sea  for 

c  in  New 

mills  and 

amount  of 

ily  has  yet 

for  settle- 
irgo  crops, 
the  recent 
!  following 

,y,  129,000 
Is ;  wheat 
and  maple 

10  territory 
m1  for  ship- 
vA-9.  Ships 
kvhile  those 

into  Maine 
llhe  legisla- 
lirds  of  that 
duty  was, 
vvlion  sent 
operation 
ly  lias  once 
so  a  son,  is 
[lo  nrrange- 
izcns  of  the 
any  export 
or  of  agri- 

inore  com- 
ii)f  arrange- 
[aters  of  the 
Inducted  by 
Ihe  interests 


of  a  large  body  of  American  citizens,  who,  in  constantly  increasing 
numbers,  are  forming  new  settlements  on  the  affluents  of  the  St.  .lohn, 
and  conducting  agricultural  operations  upon  a  large  scale,  demand  the 
fostering  care  and  watchtiil  protection  of  government. 


A  sketch  of  the  early  history  and  of  the  present  state  of  our  knowledge  of  the 
geology,  mineralogy,  and  topngranhy  of  the  British  provinces  of  Nova 
Scotia  and.  New  lirunswick,  contatnivg  information  concerning  the  value 
of  the  minerals  of  those  provinces.     By  Charles  T.  Jackson,  M.  J>. 

Nova  Scotia  is  one  of  the  oldesr  of  the  Europ'^an  settlements  in 
America.  Little  is  known  of  the  voyages  of  the  Northmen,  but  there  is 
reason  to  believe  that  those  hardy  navigators  were  the  first  Europeans 
that  visited  these  shores.  They  formed,  however,  no  permanent  settle- 
ments, and  hence  did  nothing  towards  the  civilization  of  the  country. 
The  French  navigators,  the  Jesuit  priests,  and  those  adventurous  mer- 
chants and  farmers  who  accompanied  them,  did  much  towards  the 
civilization  of  this  continent,  and  the  marks  they  made  in  the  wilder- 
ness of  the  great  northern  and  western  regions  of  this  country  still  are 
extant  in  every  portion  of  the  country  between  the  mouth  of  the  St. 
Lawrence  river  and  the  great  lakes  of  America,  and  all  along  the  bor- 
ders of  the  mighty  Mississippi,  from  the  Falls  of  St.  Anthony  to  the 
Gulf  of  Mexico.  Without  the  use  of  arms  the  FVench  people  comiuered 
the  savages  of  this  continent ;  the  cross  of  the  Saviour  prevailed  where 
muskets  and  bayonets  would  have  been  of  little  avail.  The  ardent  and 
devoted  priest,  fired  with  an  irrepressible  zeal,  pressed  boldly  into  the 
camps  of  the  red  men  of  the  forest  and  of  the  prairie,  and  overpowered 
the  superstitious  savages  by  a  more  magnificent  display  of  the  rogulia 
of  the  Catholic  church  than  had  ever  been  seen  by  the  children  of  the 
forest. 

Overcome  by  the  pomp  and  show  of  the  ministers  of  the  crosn,  the 
savages  bowed  before  the  God  of  the  white  men  as  superior  ;  *bcir 
own,  in  no  less  degree  than  the  gilded  trappings  of  the  French  pr  osts 
surpassed  the  coarse,  gingling  costumes  of  their  own  mystery  of  modi 
cine  men.  It  was  thus  that  the  French  people  first  were  enabled  to 
gain  foothold  among  the  Indians  of  America,  and  to  spread  their  lan- 
guage and  religion  among  the  aboriginal  tribes  of  the  North  and  Wes't. 
Their  settlements  certainly  loft  monuments  which  date  back  as  far  as 
to  1606  in  Nova  Scotia,  for  the.  writer  of  this  notice  found  an  ancient 
tomb-stone  on  Goat  island,  in  the  Anapolis  basin,  with  the  inscription 
"  1606."  It  was  undoubtedly  a  memento  of  the  grave  of  one  of  the 
soldiers  or  sailors  of  De  Ments'  fleet,  which  established  the  colony  of 
French  people  at  Port  Royal,  now  Anapolis,  in  Acadie — now  Nova 
Scotia. 

We  refer  to  the  settlements  of  the  French,  at  this  early  day,  because 
to  them  we  owe  our  first  knowledge  of  a  few  of  the  minerals  of  this 
province.  The  fleet  of  De  Ments  carried  back  to  France  many  of  the 
minerals  of  the  newly-discovered  and  newly-settled  Acadie.  A  large 
amethyst  from  Cape  Split,  or  Cape  Blomidon,  in  the  Basin  of  Mines, 


Pi 


p 


I  i 


I 


i 


468 


ANDREWS*    REPORT   0!f 


wns  prrscntpcl  to  tlic  Quern  of  Frnnce  by  lliis  intrepid  nnd  intplll^ent 
n!iviij;;ii<)r  on  Ills  rrtnrn  from  the  province!  to  his  native  shores.  This 
stone  is  siiid  still  to  j'xist  mnong  the  crown  jewels  ot"  Frnnce,  though 
the  country  which  it  represents  passed  long  snice  into  the  h.-uids  of  the; 
liriti,<h,  Iniving  been  concincrcd  principiilly  through  the  aid  ot"  the  tli(>n 
Now  Engliind  colonies  ot  Oreat  Britain — Massachusetts,  New  Hamp- 
shire, and  Maine.  Native  copper  was  also  dis(;oV(Ted  along  the  shores 
of'CapeD'Or;  nnd  in  other  places  in  the  trap  hrecciaof"  the  North 
mountain  range ;  and  the  nain«!  Cape  D'Or  leads  us  to  believe  thai  the 
brilliant  metallic  copper  seen  beneath  the  waters  which  bathe  the  loot 
of  that  promontory  was  niistak<>n,  at  first,  f()r  native  gold. 

'J'lie  early  French  settlers  were  very  attentive  in  tli(Mr  exploration  of 
the  mineral  wealth  of  the  country,  and  they  manift'sted  more  skill  and 
discriu)inalion  generally  in  their  estimate  of  tlnMr  value,  than  is  to  be 
fl^und  among  our  own  pioneers  in  the  wild  and  uninhabited  regions  of 
this  continent. 

We  shall  have  occasion  to  show,  in  a  subsequent  communication, 
how  much  the  French  Jesuits  did  towards  the  discovery  of  the  hidden 
treasures  of  the  shon's  of  the  great  lakes  of  this  country,  and  shall 
prove  that  they  knew  more  of  tlu^m  in  1636  than  our  own  juople  knew 
ni  1843.  It  must  be  remembered  that  the  Jesuit  fiilhers  were  men  of 
great  learning,  and  possessed  a  knowledge  of  all  the  sciences  of  their 
(lay  ;  hence  it  is  not  incredible  that  they  should  have  dow  much 
towards  a  correct  knowledge  of  the  natural  history  of  the  various  coun- 
tries which  they  explored.  It  is  natural,  also,  that  they  should  have 
recorded  the  discoveries  which  they  made,  and  transmitted  an  account 
of  them  to  France,  in  order  to  induce  mon^  of  their  countrymen  to  llock 
to  th(?  shores  of  the  N(!W  World.  Did  time  allow  us  to  ransack  the; 
archives  of  the  Jesuit  colleges,  there  is  no  doid)t  that  we  should  be; 
able  to  discover  records  concerning  the  mineral  wealth  of  Nova  Scotia 
and  of  New  Brunswick,  such  as  we  found  concerning  the  minerals  ol 
Lake  Siip(Mior  while  j)reparing  a  report  on  the  mines  of  that  wonderful 
region  li)r  our  governm<'nf  a  lew  years  since.  It  seems  to  be  th(>  duty 
ol  the  liistorian  of  mineralogicnl  science  to  s(>arch  the  records  made  by 
the  first  explorers  of  the  country,  as  much  as  it  is  the  duty  of  the  histo- 
nan  of  civil  and  political  movements  to  look  back  to  the  origin  ot  facts 
and  data,  and  to  the  actions  of  his  predecessors.  Unfortunately,  W(; 
have  nor  the  means  at  hand  to  enable  us  to  perf()rin  this  duty. 

Lea^ving  the  ancient  history  of  our  mineralogy  to  be  explored  at  some 
future  time,  we  hasten  to  our  task  of  developing  what  is  now  known 
concerning  the  geolf)gy  and  mineralo^;y  of  these  nnportant  provinces, 
remarking,  at  the  outset,  that  it  is  only  proposed  to  give  a  synopsis  or 
brief  outline  of  the  liicts,  without  going  mto  minute  detcails  of  a.  techni- 
cal nature. 

Nova  Scotia  is  most  remarkable  peninsula,  bearing  geological  evi- 
dence of  its  having,  icn  formerly  an  island  of  the  ocean;  the  low  strip 
of  marshy  land  b(  i  ween  the  head  of  Cumberland  bay  and  Bay  Vert 
appearing  to  be  the  silt  deposited  at  the  meeting  of  two  counter-cur- 
rents— one  from  the  present  Bay  of  Fundy,  and  the  other  from  the  St. 
Lawrence  river,  and  its  opposing  tidal  wave. 

FiXj)loiing  this  neck  of  land   farther,  we  find  the  underlying  rocks 


I 


COIX>NIAL   AND   LAKB   TRADE. 


469 


1  'mfolUgont 
orrs.  Thii* 
iiicr,  though 
i!iii(l8  of  tlir 
.  of  the  tlicii 
Vcw  Iljiinp- 
g  tlic  sliorcft 
A'  ihc  North 
icvo  tliMt  \\\o. 
atlic  Uh!  loot 

xplornlion  of 
loro  skill  ivnd 
tliiin  is  to  bo 
(.(I  regions  of 

mmunicntion, 
:)f  tlir  hidden 
ry,  and   slndl 
jx'oplr  knnw 
!  were  nu'n  ot 
(MU'cs  of  their 
?  done   much 
various  eoun- 
f  shouhl  have 
ed  an  aecounl 
ynun  to  llock 
.()  raiisaek  ihv 
we   shouhl  be 
•  N()va  Scotia 
niin(M-aU  ol 
lat  wonderful 
)  be  thr  duty 
»r<ls  made  by 
y  of  the  histo- 
orijzin  of  lactrf 
)rluiialely,  W(? 
hity. 

ilorcd  at  some 
s  now  known 
int  provin<'rs, 
a  synopsis  or 
Is  of  a  techni- 

gcolocical  cvi- 
;  the  low  strip 
and  Bay  Vert 
o  counter-cut- 
er from  the  St. 

iderlying  rocks 


.( 


I 


■I 


consist  of  the  prny,  red,  and  luifi^;olored  sandstones  of  the  coal  meas- 
ures, filled  with  llie  stems  of  the  ancient  l<)rests  that  formed  the  coal 
beds ;  atid  containing  inmitncrable  seams  of  good  bituminous  coal, 
many  of  which  are  of  sufficient  magnitude  to  prove  valuable  to  the 
coal  miners.  Lofty  cliff's  abutting  upon  the  seaeoast,  at  the  iSouth  Jog- 
gins,  present  to  the  observer  the  most  beautiful  sectional  profiles  of  the 
coal-bearing  strata,  with  their  curious  and  instructive  fossils,  both  of 
vegetable  and  animal  origin.  Large  trunks  of  trees,  su(di  as  arc;  at 
present  unknown  in  a  living  state,  an;  seen  at  various  points  standing 
at  right-angh's  to  the  sandstone  strata,  indicating  that  they  were  ori- 
ginally {Hirpendieular  to  the  horizon,  and  have  been  since  tilled  with  the 
stratified  rocks  from  their  original  position,  to  an  angle  of  about  fifteen 
degrees  from  the  vertical  line. 

beneath  the  great  masses  of  coal  f()rmed  from  th(>  stems  of  Sigil- 
htriit,  we  find  a  tliin  bed  of  black  shale  filled  with  shells,  resembling 
the  genus  Dreisscnn,  a  fresh-water  shell ;  but  they  hav<!  not  been  fully 
iletermined  and  d<'scribed,  having  been  mistaken  probably  f()r  tin; 
genus  Mijlitm.  Above  this,  the  rocks  are  filled  with  beautilul  stems  of" 
the  Stifrmaria,  and  of  munerous  species  of  Cahimilvs.  Alternate  beds 
of  excellent  bituminous  coal  arc  s(u>n  cropping  out  ah)ng  the  shore  ; 
and  the  British  North  American  Mining  Company  has  ahiady  opened, 
and  is  now  working,  extensive  mines  in  one  of  these  coal  beds.  This 
coal  is  pei'uliarly  fitted  f<)r  forges,  and  is  sought  with  eagerness  by  the 
smiths,  both  of  New  Brunswit-k  and  of  Maine. 

A  visit  to  these  mines  will  well  repay  tlu;  travelliT  vho  wishes  to 
see  the  relies  of  tla;  primeval  forests  which  f()rmetl  the  coal.  We 
have  spent  hours  beniiath  the  ponderous  piles  of  rocks  which  f"orm 
these  massive  clills,  and  have  beluild  with  amazement  the  huge  trunks 
of  trees,  mostly  of  the  Si^UUiria  grou[),  spaiming  the  vault  of  rocks 
over  our  heads — one,  flirty  feet  l(»ng  and  fiom  two  to  three  feet  in 
dianieter,  lying  directly  across  the  ceiling  of  shales  which  forms  the 
nK)f  of  one  of  the  chambers  of  the  mine.  In  other  places  wu  walked 
beneath  the  sprea<ling  roots  of  these  ancient  trees,  and  nit-asured  their 
expansions  in  the  shale  of  the  roof  of  the  mine.  Here  and  there  the 
scaly  stems  of  the  Liindudmdron  were  seen  stretching  their  tall  forms 
through  the  rocks,  or  procumbently  reposing,  like  hugt;  serpents,  partly 
encased  in  the  rocks.  Now  and  tjien  a  bunch  of  coal  bl*ick  fern-ironds 
is  setMi,  representing  the  fi)liage  ot"  ihe  ancii'iit  tree-tern  ;  and  broad, 
Hag-like  leaves  remind  us  of  the  spreading  palms  of  the  tropical  islands 
of  the  South  Pacific  ocean.  To  the  geologist  the  South  Joggins  coal 
mines,  in  spite  of  its  uncouth  name,  is  like  enchanted  ground,  and  is  to 
i\\v  pliytologist  a  classic  land.  The  enterprising  miner  sees  there  the 
never-failing  signs  of  a  coal  deposite  ;  and  the  (luarryman  finds  excel- 
lent materials  for  buildings  and  lor  grindstones.  It  is  from  rocks  of  this 
very  coal  flirmation  that  the  grindstones  which  are  in  use  over  nearly 
all  our  Atlantic  coast  are  derived;  and  the  places  known  as  Grindstone 
island.  Cape  Merriaguin,  and  the  whole  coast  of  Chigenecto  bay,  afford 
abundant  strata  which  yield  the  very  best  material  fiom  which  these 
useful  tools  of  trade  are  formed.  So  on  the  Peticodiac  river,  both 
(juarry-stones  of  superior  quality,  and  excellent  grindstones,  are  ob- 


470 


ANDRKWS*    RBPORT   ON 


I 


mined  in  nhunduncc.     Ciip<!  Rorirr  is  miw  cxplornd  also  by  cnterpri- 
ain^  (|iiiirrynicn,  nnd  yields  valuid)lo  n'tiinis. 

It  IS  not  [x'rhiipfl  gcnrrally  known  tlint  our  Allnnllc  cilics,  ns  fur 
south  at  h-a.Hf  as  IMiiladcloliia,  and  p'rliaps  also  Haltiinorr,  rrccivi? 
Ijir^j;*'  <|unntiti('8  of  hcautiful  nnd  compact  K^'yi  l)n(l-colorcd,  and  hluo 
sruhlsloncs  from  the  Hay  of  Kinidy.  The  myriads  of  prindHfon«;» 
which  are  brought  to  our  market  employ  an  innnenst?  amount  of  ton- 
nage, and  give  employment  to  a  great  numlxr  of  merchants  in  all  our 
towns.  Who  does  not  know  how  much  our  success  in  agriculture  is 
«iu«!  to  gypsum  y  Y<'t,  how  few  stop  to  irnpiire  whence  it  is  procured. 
It  is  nearly  all  brought  from  the  tjuarries  of  Nova  Hcoiia  and  N(!W 
}3riiiiswick,  and  belongs  to  the  (*oal  ibrmat ion  of  those  provinces.  It  is 
used  to  a  truly  woiuhrful  <xtent  in  the  United  States,  and  finds  its 
way,  by  railroads,  canals,  rivers,  nml  lakes,  into  every  part  of  our 
country  where  the  hand  of  the  farnjer  is  employed  in  raising  grasses, 
wheat,  nnd  corn.  A  vast  nmount  of  tonnage  is  sustained  upon  the 
waters  by  this  traffic  in  gypsum,  tak«'n  I'rom  nature's  inexhaustible 
storehouses  in  the  rocks  of  the  provinces  which  now  occupy  our 
attention. 

The  coals  of  Novn  Scotia  are  of  various  kinds,  and  are  wholly  diller- 
ent  from  those  of  the  United  States ;  at  least  they  (hflir  from  all  the 
coals  which  are  found  on  the  eastern  side  of  the  Appalachian  chain  of 
mountains,  so  that  they  do  not  enter  into  competition  with  the  coals 
obtained  from  mines  iti  the  United  Slates,  which  supply  our  coast. 
They  are  some  of  them  suitabh;  li)r  the  snjith's  use,  others  lt»r  sleam- 
boats,  others  l()r  gas-making,  &c.,  and  will  be  always  retjuired,  what- 
(?ver  m;iy  Ix;  the  supply  from  our  own  mines  of  Pennsylvimia,  Mary- 
land, and  Virginia ;  the  n)ine  near  Hichtnond,  Virginia,  furnishing  tlu? 
oidy  bituminous  coal  that  will  serve  in  the  place  of  the  coals  of  Novu 
Scotia.  Hence,  we  shall  not  tear  that  any  evil  can  come  to  our  own 
coal  trade  from  the  competitiori  of  the  British  provinces.  Coals  are 
{i)nn(l  most  abundantly  in  Piclou,  at  New  Caledonia,  (ilasgow,  on  East 
river,  and  in  various  parts  of  the  great  coal-basin  which  Hes  on  the 
northern  coast  of  Nova  Scotia.  The  island  of  Cape  Breton  also  fur- 
nishes an  abundance  of  excellent  bituminous  coal. 

In  the  province  of  New  Brunswick  recent  explorations  have  brought 
to  light  a  most  oeautiful,  and  bel()re  unknown,  variety  t>f  highly  bitu- 
minous coal,  containing  sixty  per  cent,  of  gas-making  bitumen  and 
forty  per  cent,  of  coke,  which  yields  but  half  a  pound  of  ashes  per  hun- 
dred weight.  This  coal  is  in  the  true  coal  l«)rmation,  and  is  found  in 
a  highly  inclined  bed  running  nearly  northeast  and  southwest,  with  the 
trend  of  the  enclosing  strata.  This  coal  mine  is  one  of  the  most  re- 
markabh.'  in  America  ;  not  only  on  account  of  its  beautiful,  eh^an, 
glossy,  and  highly  bituminous  characters,  so  admirably  atlapttnl  li)r  gas 
making,  lait  also  on  accoimt  of  the  abundance,  beauty,  and  perfection 
of  its  li>-*sils,  and  especially  of  its  embalmed  fishes  of  the  Palaonium 
genus — fishes  of  the  true  coal  li>rmation  of  Amt.'rici,  and  anah)gous  to 
those  of  the  same  iiirmation  in  Europe.  Six  or  more  new  species  of 
this  geims  Pahfoinsrus  we  havf!  tlescribed  in  a  printed  memoir  on  this 
coal  mine.  Time  and  labor  doubtless  will  tidd  many  more  to  the  list, 
and  the  Albert  county  coal  mine  will  become  the  Mecca  of  pilgrims  in 


COLONTAL  AND  LAKE  TRADB. 


471 


80nrch  nf  finhos  of  oldon  time.  Tl>ia  conl,  ns  nlrendy  suffprstrd,  i<4  a 
new  viiriciy.  pnrticuliirly  iidiiplcd  to  the  usrs  oftlin  giis-lioiisc.  It  liir- 
nishrs  n  vriy  ricrli  gas,  highly  chiirgcd  with  ciirhon,  consisting  mostly 
nl'olcliiinl  gMs;  nnd  lirtiftsisthc  very  iniitcriid  thiit  is  wntitrd  liyg;is  ihmh- 
ufacturcrs  to  ctnich  the  products  ot  our  scnii-biluiniiious  coids  ot'Miiry- 
Innd  and  Virginia.  It  is  not  used  alone  in  any  gas-works,  hut  is  mixed 
witli  other  conis  in  tlw  proportions  of  from  one-filth  to  one-third,  and 
thus  gives  the  best  prothict  that  can  he  obtained ;  and  at  tiie  same  tinu*, 
it  gives  greater  value  lo  the  coke  of  our  more  ash-hearing  coals.  Tlie 
ini|M>rtaiion  of  the  Albert  cojd  into  the  United  (States  does  not,  tlnre- 
<J>re,  in  any  way  interfJ're  with  tin;  sale  of  our  own  coals  ;  but,  on  thi^ 
contrary,  enables  us  to  use  coals  that  would  not  otherwise  fmd  any 
market  lltr  gas-making.  It  also  saves  much  outlay  in  apparatus  re(|uired 
for  making  oil-gas  from  whale  and  Hsh  oils,  used  to  enrich  the  pale  or 
bluish  flame  produced  by  gas  from  many  of  the  cr)al3  employed  at  o«jr 
gas-works.  With  the  progress  «)f  geological  research  more  <leposites  of 
tfiis  valuable  coal  will  undoubtedly  be  discovered,  and  the  trade  with 
Uic  United  States  will  tend  to  draw  it  within  our  borders,  by  the  ex- 
oJiange  of  commodities  with  our  provincifd  brethren. 

Thus  far  wo  have  called  attention  mostly  to  tlufrocks  of  the  coal 
Ibrmation  and  to  their  contents.  Jiut  Nova  Scotia  is  a  country  rich  in 
geological  resources;  all  the  rocks,  from  the  crystalline  granites  uj)toth<; 
new  r<'d  sandstone  series,  being,  as  it  were,  (Irawn  together  in  this  pro- 
vince, OS  are  still  more  extended  groups  in  iIh;  island  of  Great  Britain. 
It  is  obvious  that  Atuerica  has  been  cast  on  a  most  expanded  scide,  and 
that  our  rock  li)rmations  are  so  wide  and  def^p  as  to  se|)arat(!  to  great 
distances  the  various  deposites  ;  and,  although  V'anuxern  has  in  a  most 
patriotic  manner  declared,  that  "  in  proportion  to  the  magnitude  of  the 
geological  scah*  is  the  greatness  of  nations,"  we  caimol  conceal  the 
fact  that  it  would  be  much  iriore  convenient  to  have  our  coal  a  little 
nearer  to  our  metallilt'rous  deposites,  somewhat  as  they  exist  in  England, 
Hcotland,  atid  VVal(>s.  In  Nova  Scotia  the  coal  is  verv  near  to  her  vast 
beds  and  veins  of  iron  ores,  and  to  her  (-opper-bearing  rocks.  The  slate 
hills  furnish  good  rooling  slates,  and  are  full  of  ores  of  the  metals.  Her 
trap-rocks  are  of  the  same  age,  and  contain  the  same  minerals  as  those 
on  the  south  shore  of  Lakc^  Superior,  at  Keweenaw  Point,  on  the  On- 
toruigon  river,  and  on  Isle  Uoyale,  which  are  known  to  be  so  rich  in 
mines  of  native  copper  and  silv(T.  Native  copper  and  silver  are  tiunul 
in  the  trap  breccia,  and  amygdaloid  of  the  north  mountains  of  Nova 
Scotia,  in  numerous  plac<'S  from  Digby  Neck  to  Cape  D'Or ;  and  there 
is  reason  to  believe,  that  when  there  shall  be  the  same  amount  of  scien- 
tific labor,  and  ol"  mining  skill  nnd  <Miterprise,  expend(>d  in  searching 
tlicse  rocks  in  Nova  Scotia,  that  there  has  been  on  Lake  Superior, 
there  will  be  exposed  many  d<'{)osites  of  value  to  the  country,  aH()r(ling 
to  our  provincial  brethren  new  means  of  extending  their  trallic  with 
our  people. 

Tliere  are  beds  of  sandstone  in  Nova  Scotia  which  also  contain  rich 
ores  of  copper ;  but  they  have  been  but  little  explored,  on  account  of 
the  peculiar  condition  of  mining  rights  in  that  province,  which  are  not 
open  to  general  competition  and  to  private  enterprise. 

Ores  of  lead  are  also  found  near  the  Sha'binacudic  river,  and  in  other 


472 


ANDREWS*   REPORT  ON 


i  ''. 


limestone  rocks  of  that  province,  which  belong  to  the  upper  Silurian  or 
to  the  Devonian  groups. 

Hones  of  superior  quality  are  furnished  from  some  of  the  slates  of 
the  coal  series,  where  the  argillaceous  strata  have  been  acted  upon  by 
the  igfteous  trap-rocks. 

Sandstones  suitable  for  the  hearths  of  iron  furnaces  arc  abundantly 
obtained  upon  the  borders  of  Cumberland  bay,  and  ores  of  manganese 
are  abundant  as  shore  pebbles  at  Quaco  and  other  parts  of  the  Bay  of 
Fundy,  and  veins  of  this  ore  are  liiund  in  the  limestone  rocks  of  the 
province.  Iron  ores  of  the  very  best  quality  are  abundant  near  the 
Basin  of  Mines,  and  near  Ana  polls,  at  Nictau,  and  Clements,  on 
Digby  Neck,  and  also  near  the  cold  mines  of  Pictou.  These  rich  iron 
ores  cannot  find  an  American  market  so  long  as  England  furnishes  iron 
to  her  provinces  free  of  duty,  .and  no  market  is  otitjred  here  for  Nova 
Scotia  iron  except  under  the  same  duties  as  are  imposed  on  that  brought 
from  England. 

We  have  not  described  the  beautiful  agates,  amethysts,  chalcedonies, 
jaspers,  cairngorms,  and  the  entire  group  of  zeolite  minerals  which 
abound  ill  the  amygdaloidal  trap  of  Nova  Scotia,  and  tempt  the  min- 
eralogist to  wander  beneath  the  frowning  crags  which  overhang  his 
head  along  the  Bay  of  Fundy,  rising  in  mural  precipices  of  from  100 
to  COO  IL-el  in  height,  and  (h'opping,  after  each  winter's  frost,  large  heaps 
of  precious  specimens  ready  for  the  collector  ;  Ibr  such  tilings  are  not 
looked  upon  by  every  one  as  mattero  of  economic  value,  though  they 
are  really  such  when  they  induce  travel  from  distant  shores  into  Nova 
Scotia,  and  cause  the  ex])enditure  of  wealth  among  the  peoj>l(!  of  the 
province — the  inevitable  result  of  inducing  travellers  to  pass  their  time 
among  them.  They  are  also  valuable  beyond  what  most  persons  sup- 
pose, when  they  add  to  human  knowledge  and  to  the  means  of  instruc- 
tion in  science,  lor  all  parts  of  science  are  in  some  way  connected  with 
each  other,  so  that  the  advancement  of  what  ap{)ears  to  be  at  first  a 
useless  branch  of  learning  may  open  the  way  to  more  pr()li)und  knowl- 
edge of  the  laws  of  the  universe,  and  brings  about  results  not  at  first 
anticipated.  No  one  knows  how  useful  a  stone,  at  first  sight  apparently 
useless,  may  become  by  the;  hand  of  science. 

What  beautiful  laws  were  opened  by  Sir  David  Brewster,  and  others, 
by  the  study  of  the  polarization  of  light  by  crystals  of  lh<'se  very  min- 
erals, so  that  these  discoveries  are  now  reduced  to  real  pecuniary  value 
in  every  w«'ll  conducted  sugar  plantation  of  the  world.  Again,  tl»e 
polarization  of  light  is  now  turned  to  account  not  only  in  detecting  the 
Ultimate  structure  of  bodies,  so  as  to  learn  their  nature,  however  masked, 
but  even  the  light  of  a  wandering  comet,  or  of  the  flitting  aurora  borea- 
lis,  is  caught  between  the  polarizing  crystals  and  made  to  conttjss 
whether  it  is  intrinsic,  or  is  borrowed  from  some  other  source.     We 


NoTK. — We  refer  to  tlio  memoir  of  Messrs.  Jackson  and  Alger  on  the  mineralo(»y  and 
pcolo!,'y  of  N(»va  Scotia,  itiiblished  in  the  Aniprican  Journiil  of  .Scionro  and  of  the  Arts,  for 
lbQ>*,  republished  in  tlic  Traiismlions  of  the  American  Academy  of  Arts  and  .S(;ienceH,  for 
lb32,  for  full  des(Ti|itions  of  the  intnroHliiig  minerals  and  Kocks  of  Nova  Scotia.  Also,  to 
sundry  papers  piihlishcd  in  the  ti'iarterly  Journal  of  the  Gnolotjical  Society  of  liondon,  by 
James  Dawson,  csc|.,  of  Pictou.  Also,  to  Sir  Charles  LyeH's  Travels  in  America,  and  tn 
sundry  communications  published  by  him  iii  the  Quarterly  Journal  of  the  Geulu(fical  Society 
of  London,  fur  rcmurka  on  the  geology  of  parts  of  this  interosting  province. 


ilurian  or 

slates  of 
upon  by 

>uudantly 
lungiinese 
ic  Bay  of 
;ks  of  the 
near  the 
nents,  on 
I  rich  iron 
lishes  iron 
I  for  Nova 
It  brought 

Icedonics, 
als  wliich 

tlie  niin- 
•rhang  his 
from  100 
irge  heaps 
2S  are  not 
ough  tliey 
into  Nova 
)|)1(;  of  the 
I  tlicir  time 
rsons  sup- 

f  instruc- 
ectetl  with 

at  first  a 
nd  kriowl- 
iiot  at  first 
ippareutly 

md  olliers, 
very  min- 
iiry  value 
Vgiiiii,  tlie 
ecliug  tlic 
r  madkedt 
)ra  borea- 
to  confess 
iirce.     We 


loraloijy  and 
tlio  Art8,  for 
.Sirieiices,  for 
till.  y\lso,  to 
f  l^utulun,  by 
erica,  and  to 
)gical  Society 


COLONIAL   AND   LAKE   TRADE. 


473 


shall,  therefore,  claim  some  attention  to  the  curious  minerals  of  Nova 
Scotia,  though  tiicir  uses  may  not  be  all  at  once  apparent. 

The  topographical  features  of  Nova  Scotia  are  not  less  remarkable 
than  the  geology  of  that  province.  We  have  along  the  Bay  of  Fundy 
a  long  ridge  of  mural  precipices,  excavated  by  the  action  of  the  sea, 
which  wears  away  the  softer  amygdaloid  and  trap  breccia  lying  at  the 
line  of  junction  of  the  trap  rock  with  the  new  red  sandstone,  and  forms 
an  overlianging  mass  of  columnar  trap  rocks  in  numerous  places  on 
that  const.  This  trap  ridge  runs  ENE.,  and  WSW.,  and  extends  one 
hundred  and  thirty  miles  in  length  from  Briar's  island,  at  the  extremity 
of  Digby  Neck,  to  Capes  Split  and  Blomidon.  There  cannot  be  a 
more  picturescjue  coast  than  this.  These  frowning  crags,  with  their 
crowded  forests  of  fir  and  spruce  trees,  first  meet  the  eye  as  we  cross 
the  Bay  of  Fundy.  Their  height  serves  to  protect  the  interior  from 
the  driving  logs  of  the  bay,  which  melt  into  thin  air  as  they  pass  up 
the  sides  of  these  mountains  and  disiippear. 

Beyond  this  barrier  we  come  to  the  rich  and  beautiful  'valley  of  the 
Anapolis  river,  which  takes  its  rise  in  the  Garden  of  Acadie,  Cornwal- 
lis,  where  the  teeming  soil  b(>ars  ahundant  prodace. 

Passing  this  valley  as  we  wend  our  way  across  the  country,  we 
come  to  the  South  mountains,  the  gr^-nl  Silurian  ridge  of  slate  rocks, 
contiiining  the  ricli  iron  ores  of  Nictau  and  Clements,  so  remarkable 
for  their  abundant  Silurinn  f()ssils,  such  as  the  asaphtis  criiptun/s,  del- 
thysis,  and  other  well  known  f()ssils  of  the  Silurian  rocks.  Beyond  this, 
we  come  to  the  granite  rocks  which  were  elevated  subsequently  to  the 
deposilion  of  the  strata  of  Silurian  slates,  and  have  filled  them  at  a 
bold  angle  with  the  horizon. 

This  is  a  cross  section  of  Nova  Scotia.  If  now  we  travel  to  tlie  north- 
eastward, we  soon  change  the  scene  and  find  ourselves  on  the  Permean 
sandstones  near  Windsor,  and  soon  ccktic  to  the  gypsum  rocks  in  the 
coal  series  of  th(^  province,  where  we  wander  over  extensive  hills 
of'  gypsum,  and  see  \.\\v  quarries  wrought  by  the  busy  miner  and  quar- 
ryman.  Riding  over  a  fine  road  to  Halifax,  we  come  to  the  fiiiity  slates 
of  thiit  town,  so  remarkable  fi>r  their  hard  sterility.  Travelling  north- 
ward to  I'ictou,  we  traverse  extensive  beds  of  Devonian  limestone,  and 
soon  come  to  the  rich  deposites  of  coal  and  of  iron  ore  in  the  district  of 
Pietou,  and  on  the  East  river,  in  New  Glasgow.  This  whole  region  is 
rich  and  beautiful,  and  is  settled  mostly  by  Highlanders  from  Scotland 
while  in  other  parts  of  Nova  Scotia,  as  at  Hiilifax  and  in  the  valley  of 
Anapolis,  we  have;  English  and  Irish  ;  and  on  Digby  Neck,  Hessians, 
American  refugees,  and  French.  The  French  population  is  mostly  on 
tlie  other  side  of  St  Mary's  bay,  on  Sissaloo  river — an  old  French  col- 
QJiy,  the  remains  of  the  French  neutral  colony. 

Nova  Scotia  is  remarkably  temperate,  considering  its  northern  lati- 
tude, the  almost  insular  position  of  the  province,  and  the  proximity  of 
the  gult-stream  serving  to  render  the  climate  more  mild  than  that  of 
Canada.  The  tides  of  the  Bay  of  Fundy  have  always  attracted  much 
attention,  on  account  of  the  great  ebb  and  How,  and  the  manner  in 
which  the  tide  enters  the  narrow  bays  and  runs  up  the  rivers  both  in 
New  Brunswick  and  Nova  Scotia.  It  is  obvious  to  the  hydrographer, 
that  the  great  tidal  wave  enters  !he  Bay  of  Fundy  at  its  wide  tunnel- 


'l 


■  i 


ll 


i  i 


I  r 


474 


ANDREWS     REPORT   ON 


like  mouth,  and  is  kept  from  spreading  by  its  rocky  walls,  and  is  forced 
into  a  narrow  compass  as  into  a  tunnel's  neck.  Hence  the  impetuous 
waters,  compressed  into  a  narrow  space,  rise  with  fearful  rapidity, 
rushing  up  in  what  is  called  a  bore,  sometimes  four  or  six  feet  in  height 
at  the  heads  of  bays  and  up  the  river  channels.  On  the  Peticodiac,  at 
the  bend  of  the  river,  this  bore  is  seen  to  the  greatest  advantage.  The 
tides  rise,  at  the  highest,  to  about  sixty  feet  at  the  head  of  tlie  bay, 
while  the  rise  is  not  more  than  thirty  ft3ct  at  the  mouth  of  the  baj'.  The 
fishermen  know  how  to  make  use  of  these  rapid  tides,  and  always 
manage  to  go  with  the  current.  Hence  the  Peticodiac  is  sometimes 
called  "  la;jy-man's  river,"  since  rowing  is  (jiiite  unnecessary,  the  tide 
bearing  the  boat  whither  the  boatman  wishes,  he  only  having  tf)  guide 
her  course.  Every  one  knows  that  the  rivers  of  the  Bay  of  Fundy  are 
full  of  fine  shad  and  salmon  in  their  season,  and  the  herrings  of  D'gby 
are  known  all  the  country  over  for  their  excellence. 

Observations  ou  the  geological  resources  of  the  -province  of  New  Brwiswiclc. 

We  have  alrer.dy  given  a  brief  sketch  of  the  valuable  mines  and 
quarries  on  the  New  Brunswick  side  of  the  Bay  of  Fundy,  though  much 
more  might  have  been  stated  had  time  been  allowed  for  a  minute  in- 
vestigation of  that  important  district. 

We  shall  now  extend  our  observations  inland,  and  point  out  some  of 
the  more  prominent  features  of  this  province,  so  fiir  as  our  personal 
observations  will  permit.  Leaving  the  township  of  Hillsboro',  we  travel 
towards  8l.  John,  and  find  rocks  of  the  coal  formation,  gray  sandstones, 
snowy-white  gypsum,  and  other  rocks  of  that  series,  which  are  here 
and  there  found  resting  upon  hills  of  sienite,  hornblende  rock,  and  other 
crystalline  aggregates  of  hypogene  origin.  On  the  borders  of  these  ex- 
tensive rocks  we  find  novaculit(;  of  a  green  color,  which  appears  to  be 
an  altercKl  slate  rock  and  a  conglomerate  of  its  broken  fragments  con- 
soliilated  by  an  argillaceous  cement.  Reaching  Sussex  vale,  we  come 
to  some  of  the  richest  and  purest  salt  springs  known  in  this  country,  and 
witness  the  manufacture  of  the  finest  flavored  and  purest  table  salt — an 
article  justly  prized  above  any  kind  of  salt  made  in  the  country,  on  ac- 
count of  its  Ireedom  from  deliijuescent  salts  of  lime  and  magnesia.  Now 
on  the  borders  of  the  beautiful  Kennebckaris  river,  we  l(>llowed  its 
meanderings  through  one  of  the  most  picturesque  valleys  otthe  province, 
and  find  on  the  st('<'p  flanks  of  the  hills  the  continuous  oul-eroppiug  of 
red  sandstones  of  the  Devtjuian  group,  whieii  su[)port  the  coal  ll)rmation 
of  the  more  eastern  listrict  bel()re  described.  This  valley  is  obviously 
one  (jf  denudation,  and  the  deeply  scored  rocks  evince  the  passage,  in 
olden  time,  of  currents  of  water  and  floes  of  ice  loaded  with  imbedded 
rocks  atid  frozen  soil. 

The  broad  and  beautiful  Kennebckaris  bay  spreads  bei()re  us,  and 
is  bordered  by  limestone  rocks  of  the  Devonian  group.  We  next  en- 
ter the  city  of  St.  John,  the  great  mercantile  entripot  of  tlie  province, 
where  ride  large  numbers  of  great  ships,  lading  and  unlading,  and 
carrying  on  an  extensive  commerce  with  the  mother  coinitry.  Tlie 
city  of  St.  John  is  surroundc.-d  by  excellent  limestones ;  and  some 
of  the  gray  sandstones  are  found  to  contain   large  fossil  trees,  indi- 


COLONIAL  AND  LAKE    TRADE. 


475 


rr" 


minute  in- 


cating  that  they  belong  to  the  rocks  not  very  far  below  the  conl  series ; 
while  the  slates  of  the  Great  Falls,  a  mile  or  two  from  the  populous 
portions  of  the  citv.  ^ntain  the  largest  bed  of  plumbago  known  in 
America — a  kind  aj  caching,  in  some  degree,  to  a  metamorphosed 
coal,  but  still  suffi'-^  iitly  pure  for  the  manufacture  of  lustre,  and 
for  the  preparation  of  moulds  for  iron  castings.  Masses  rtf  igneous 
rocks  of  the  trappean  order  are  seen  at  Indiantown,  a  part  of  St.  John 
citj',  and  this  igneous  rock  is  supposed  to  underlie  the  metamorphosed 
limestones  and  slates  of  the  town.  It  is  remarkable  that  no  remains  of 
fossils  are  found  in  this  limestone  to  denote  its  geological  age.  As- 
cending the  river,  we  find,  along  its  banks,  the  most  curious  display  of 
the  strata  of  the  country.  Red  sandstone,  slates,  and  limestone  are  the 
common  rocks  which  meet  the  eye  until  we  reach  Fredericton,  where 
the  coal  formation  crosses  the  river  to  its  southern  bank.  There  is  an 
extensive  deposite  of  the  coal-bearing  rocks  around  Grand  Lake,  on 
the  northern  side  of  the  St.  John,  below  Fredericton,  and  mines 
have  been  opened  in  many  places  along  its  borders,  from  which  excel- 
lent coals  have  been  obtained.  They  are  especially  prized  for  use  in 
the  ft)rge,  since  they  are  of  the  coking  variety,  useful  in  making  u  hol- 
low fire. 

No  spot  thus  far  examined  has  furnished  such  beautiful  specimens  of 
fossil  plants  of  the  coal  tbrmation.  They  are  chieHy  of  the  tribe  of 
ferns  and  of  Lepidodendra  ;  and  the  perteclion  of  these  remains  of 
ancient  vegetation  cannot  but  (excite  the  admiration  of  geologists  and 
botanists;  lor  the  substance  of  the  j)lants  is  perfectly  preserved,  and 
is  of  a  perfectly  black  color,  while  the  shales  in  whicli  they  are  found 
iivv  of  a  light  neutral  tint  of  gray,  giving  great  relief  ^nd  distinctness 
to  the  conserved  and  charred  foliage.  Even  the  fructification  of  the 
terns  is  perfectly  distinct  on  their  f()liage,  and  every  scale  and  leaf  of 
the  Lcpidodcndron  is  found  entire.  The  beds  of  coal  thus  far  opened 
have  not  been  found  of  much  thickness — most  of  them  not  being  more 
than  from  a  foot  to  eighteen  inches  thick — but  some  are  of  greater 
magnitude  ;  and  wo  are  informed  that  new  beds  of  ample  dimensions 
i()r  [Mofitable  working  have  been  f()und  within  this  district,  and  are 
now  opened  by  mines.  There  is  every  reason  to  believe  that  important 
coal  mines  will  be  f!)und  on  the  borders  of  this  lake,  and  the  time  will 
come  when  their  fiiel  will  be  reijuired  in  St.  John  and  along  th« 
borders  of  the  river.  It  will  serve  admirably  t(>r  fuel  in  the  furnaces 
of"  steamboats  which  ply  on  the  waters  of  this  magnificent  river. 

Still  ascending  the  St.  John  by  steamboats,  we  come  to  Wood- 
stock, on  the  western  side  of  the  river;  and  here,  on  the  borders  of  the 
Meduxnekeag  river,  a  f(!W  miles  above  the  town,  we  come  to  one  of 
the  most  extensive  deposites  of  red  luemalite  iron  ore — a  perfectly  in- 
exhaustible bed. 

This,  though  so  highly  charged  with  manganese  as  to  make  white 
and  brittle  cast-iron,  resembling  antimony  in  its  fractured  surface,  fur- 
nishes the  very  tougliest  kind  of  bar-iron,  having  eminently  the  proper- 
ties required  !()r  making  the  finest  cast-steel,  it  lias  been  t()r  many 
years  exported  to  England  for  that  purpose;  but  owing  to  the  late  re- 
duction of  price  in  English  iron,  caused  by  the  glut  of  the  European 
market,  the  furnace-fires  have  ceased  at  Woodstock  tor  the  presenti 


i     I      !l 


476 


ANDREWS     REPORT   ON 


«  Si  V     i 


'  1 1 


but  will  probably,  as  the  price  is  now  rising  again,  soon  go  into  blast 
for  the  production  of  pig-iron  to  be  used  in  making  bar-iron  in  the  pud- 
dling furnaces  of  England. 

Ores  of  manganese  are  also  found  around  Woodstock,  though  they 
have  not  yet  be(3n  sent  to  market. 

Still  ascending  the  St.  John,  we  come  to  the  Tobique  river,  which 
enters  the  St.  John,  on  the  eastern  side,  a  little  below  the  Aroostook. 
A  few  miles  from  the  mouth  of  the  Tobique  we  find  the  red  sandstone 
rocks,  like  those  of  Nova  Scotia,  full  of  excellent  gypsum.  Springs  of 
salt  water  are  also  said  to  have  been  tbund  therciin.  This  gypsum  will 
prove  valuable  to  the  farmers  on  both  sides  of  the  St.  John,  and  will 
save  the  expense  of  bringing  that  mineral  up  the  river.  A  tribe  of  In- 
dians still  dwell  on  the  borders  of  the  Tobicjue,  and  have  their  princi- 
pal camps  at  the  mouth  of  the  river.  They  still  find  occupation  in  the 
chase,  and  even  to  this  time  take  many  beaver,  otter,  and  sable,  besides 
hunting  bears,  moose,  and  caribou,  in  the  t()rests. 

A  lew  miles  more  of  canoe  voyage  brings  us  to  the  upper  falls  of  the 
St.  John — a  magnificent  cataract  of  70  or  80  feet  perpendicular  de- 
scent. This  is  one  of  the  most  picturesque  spots  on  the  river,  and  will 
in  due  lime  become  a  favorite  place  of  resort  in  the  summer  season. 
Here  the  river  is  closely  confined  between  lofty  crags  of  slaty  lime- 
stone, and  makes  a  sudden  turn  in  its  course  as  it  bursts  through  its 
rocky  barriers.  Its  beauty  is  not  destroyed  by  the  great  saw-mills  that 
were  built  upon  the  edge  of  the  falls  by  the  late  Sir  John  Caldwell ; 
but  the  business  created  on  the  spot  has  brought  a  sufficient  number  of 
settlers  to  make  the  place  more  cheerful.  Above  the  falls  the  river  ex- 
pands, and  is  as  tranquil  as  a  placid  lake.  We  tbllowed  its  windings  in 
our  canoe  l(>r  many  days,  stopping  at  night  among  the  hospitable  and 
naturally  polite  French  people  who  live  in  humble  simplicity  on  the 
borders  of  the  river,  pursuing  their  quiet  mode  of  life,  undisturbed  by 
the  tiiirst  for  gain  that  torments  dwellers  in  the  great  mercantile  cities 
of  the  coast. 

The  people  of  Madawaska  are  descendants  of  the  French  neutrals 
of  Acadie,  and  very  much  resemble,  in  their  mode  of  lilis  the  people 
of  Sissidf>o,  on  the  St.  Mary's  river.  Tney  hav(>  few  wants,  and  these 
are  easily  supplied  by  means  of  their  own  skill  in  the  chase  and  in 
aural  labor. 

For  forty  miles  above  the  falls  of  the  St.  John,  the  French  settle- 
ments of  Madawaska  are  scattered  along  lM)th  sides  of  the  river,  the 
principal  settlements  being  on  the  provincial  side  of  the  river. 

Some  fitty  miles  farther  up,  the  St.  John  divides  into  numerous 
branches,  which  extend  into  Canada  on  the  north  and  into  Maine  on 
the  south.  The  St.  Fran9ois  is  its  most  important  Canadian  branch, 
and  the  Allagosh,  with  its  numerous  lakes,  and  the  Aroostook,  ex- 
tending almost  to  the  northwest  angle  of  Maine,  where  it  nearly 
reaches  the  corners  of  New  Ham[)shire  and  of  Canada,  are  the  longest 
tributaries  of  this  great  river.  That  portion  of  the  river  is  but  little 
known  to  this  day  except  to  the  Indian  hunter;  and  it  is  not,  so  far  as 
we  can  learn,  very  inviting  to  the  canoe  wyagcur.  The  whole  region  of 
country  above  the  falls  of  the  St.  John  is  based  upon  a  blue  slaty 
limestone,  probably  of  the  Silurian  group  of  rocks ;  but  it  is  not  rich  in 


COLONIAL  AND   LAKB    TRADE. 


477 


nto  blast 
the  pud- 

ugh  they 

3r,  which 
roostook. 
sandstone 
Iprings  of 
isum  will 
and  will 
ibo  of  In- 
nr  princi- 
ion  in  the 
e,  besides 

alls  of  the 
icuhir  de- 
,  and  will 
nr  season, 
laty  limc- 
lirough  its 
-mills  that 
Caldwell ; 
nnmber  of 
?  river  ex- 
indings  in 
itablo  and 
ity  on  the 
turbed  by 
ilile  cities 

neutrals 

le  people 

and  these 

ise  and  in 

ich  settle- 
river,  the 

numerous 
Maine  on 
n  branch, 
stook,  ex- 
it nearly 
le  longest 
but  little 
so  far  as 
^  region  of 
lue  slaty 
not  rich  in 


fosisils  or  in  minerals  of  value.  The  soil  is  excellent  all  over  these 
rocks,  and  bears  good  crops  of  the  cereal  grains  and  large  burdens  of 
grass  when  cleared  and  cultivated. 

Having  no  personal  knowledge  of  the  eastern  coast  of  the  province, 
the  Bay  of  Cnaleur,  of  Miramichi,  or  of  any  part  of  the  shores  of  the 
Gulf  of  St.  Lawrence,  we  must  leave  that  portion  of  the  province  to  be 
described  by  others.  The  province  of  New  Brunswick  is  known  to 
contain  an  abundance  of  the  very  best  kinds  of  timber  for  ship  build- 
ing, and  tor  sawing  into  boards,  plank,  and  deals.  Much  of  her  com- 
mercial intercourse  with  the  mother  country  is  sustained  by  this  trade. 
Ships  of  the  largest  class  of  merchantmen  are,  therefore,  nearly  as  Ire- 
ouent  in  the  harbor  of  St.  John  as  in  the  ports  of  the  United  States,  f()r 
this  class  of  vessels  is  adapted  more  particularly  for  llie  transportation 
of  bulky  timber,  spars,  and  masts.  Most  of  the  ships  which  sail  from 
St.  John  are  built  and  owned  in  the  province. 

New  Brunswick,  as  has  already  been  observed,  contains  some  very 
remarkable  deposites  of  coal,  accompanied  by  a  series  of  most  perfect 
f()ssils.  The  most  remarkable  of  these  deposites  is  the  Albert  coal- 
mine, in  Hillsboro',  near  the  banks  of  the  Peticodiac  river.  This  coal- 
bed  is  included  in  shales,  with  an  underlying  massof  soft  slate,  equiva- 
lent to  the  under-clay  of  most  bituminous  coal-beds,  and  the  coal  is 
directly  overlaid  by  strata  of  liighly  bituminous  shales,  filled  with  scales 
of  ganoid  fishes,  and  with  the  entire  embalmed  remains  of  beautiful 
spe(;ics  oi"  the  genus  Pahronhain  fishes  of  the  ganoid  order.  These 
fossils  were  originally  discovered  by  the  writer  of  this  article  in  the 
spring  of  1851,  and  descriptions  of  them  were  read  by  him  before  the 
Boston  Society  of  Natural  History  at  their  second  meeting  in  May  of 
that  year;  and  that  paper  was  subsequently  incorporated  into  a  report 
to  the  Albert  Coal  Company,  from  which  report  we  now  extract  the 
ibllowing: 

*^ Descriptions  of  the  fossil  Jishcs  of  (he  Albert  Coal  Mine. 

••  PI.  I.,  Fig.  1.  This  fish  is  the  first  one  that  was  discovered  by  me 
at  the  Albert  mine. 

"Description:  Fish,  f<)ur  diameters  of  its  body  long;  head,  obtuse 
or  blunt,  as  if  oblicjuely  compressed  on  upper  and  front  part;  whole 
length,  3i\-  inches;  width  in  middle  of  body,  voV  inch;  fins,  one  dorsal, 
opposite  anal,  small  triangular,  -i\f  of  an  inch  at  base,  jointed,  drooping, 
as  if  the  fish  was  dead  befi)re  it  was  enclosed  in  th<;  mud,  (now  shale.) 
Antil,  small,  triangular,  a  little  larger  than  dorsal ;  ptVon//,  small,  com- 
pressed into  mass  of  scales  of  body  of  the  fish;  (ail,  bilurcaled,  un- 
eijual,  very  long,  and  tapering  in  upper  division,  which  extends  to  a 
tine  point.  The  scales  run  down  on  upper  division  of  tail,  and  become 
gradually  smaller  to  tip;  cavdal  rays  come  exclusively  from  under  side 
of  upper,  and  from  lower  division  of  tail.  Scales  of  body  brilliant, 
rhomboidal,  wavy,  serrated  on  post(Mior  margins,  color  light  brown. 
This  fish  is  embalmed  and  not  petrified.  No  ridge  of  bone  is  seen  to 
indicate  the  vertebral  column ;  hence  the  Iwnes  must  have  been  carti- 
laginous and  compressible.  The  gill  plates  are  tcm  confusedly  com- 
pressed to  be  dissected.     I  cannot  find  in  any  published  book  any 


I 


478 


Andrews'  report  on 


•»  I 


figure  of  a  fossil  fish  identical  with  this.  It  is  evidently  a  Paleeonlscus, 
and  is  probably  a  young  individual,  as  seems  to  be  indicated  by  its 
small  size  and  the  delicacy  of  its  scales.  We  will  name  it,  provision- 
ally, PalfP/miscus  Alberti,  in  commemoration  of  its  being  the  first  fossil 
fish  discovered  in  Albert  county,  in  New  Brunswick. 

"  PI.  I.,  Fig.  2.  This  beautiful  fish  was  Ibund  by  Mr.  Brown,  the 
captain  of  the  mine,  subsequent  to  my  first  visit  to  Hillsboro'.  It  is 
one  of  the  largest,  or  full  grown  species.  It  was  unfortunately  broken 
in  the  operation  of  extracting  it,  but  it  still  is  a  very  valuable  specimen. 
This  being  the  first  Ibssil  fish  found  by  the  chief  miner,  I  have  named 
it  Piilitoniscus  Brownii. 

"Descri[)tion:  Fish  nearly  whole.  It  is  one  of  the  largest  species 
yet  f<)und,  and  its  length  is  three  times  the  greatest  width  of  its  body; 
wliol<!  length,  bi^  inches;  breadth,  1t^  inches;  head  broken  off"  just 
in  front  of  pectoral  fin ;  extremity  of  tail  broken ;  abdominal  fin  missing, 
it  having  been  broken  in  getting  out  .the  specimen.  Dorsal  fin,  a  little 
behind  middle  of  body,  opposite,  or  rather  a  little  in  front  of  anal. 

"PI.  I.,  Fig.  3,  represents  a  perfect  fish  of  the  genus  Pakeoniscus, 
which  was  fJiund  on  the  3d  of  June  last.  In  its  general  form  and  ap- 
pearance it  resembles  the  Paheonisais  Elrgans  of  Professor  t^^edgewiek, 
(Lond.  Geol.  Trans.,  2d  series,  Vol.  iii,  PI.  9,  Fig.  1,)  and  Agnssiz, 
(Rccherches  sur  les  Poissons  Fossiles,  Vol.  ii.  Tab.  10,  Fig.  5,)  but  it 
difltTS  fiom  that  species  in  the;  striation  of  the  scales,  the  stria?  of  the 
Hillsboro'  species  being  parallel  to  the  anterior  and  lower  margins  of 
the  scales,  and  the  shape  of  the  scales  diflering  essentially  from  Mr. 
Sedgewick's  species. 

•'Description:  Fish,  long  and  slender,  4.J  diameters  of  its  body 
long;  length  of  head,  a  little  less  than  the  largest  diameter  of  the  body; 
the  head  has  the  shape  of  an  equilateral  spherical  triangle;  tip  of  nose, 
or  snout,  curiously  tuberculated  and  doited;  gill-platc^s  cannot  be  dis- 
sected, ihcy  are  so  brittle  and  confused  with  the  head;  /««s,  pectoral  a 
little  behind  gill  plates,  and  extend  below  the  fish  i^-  of  an  inch — it  is 
a  narrow  pointed  fin,  well  marked  with  its  rays.  Dorsal  fin  far  back 
towards  the  tail,  a  little  anterior  to  anal;  it  is  half  an  inch  long  and  Yo 
of  an  inch  high,  and  is  well  marked  with  its  rays.  Anal  Jin  sotnewhat 
larger  than  dorsal,  a  little  posterior  to  it.  Ahdom'mal  fin  very  small, 
situated  a  very  little  in  advance  of  the  middle  of  the  body;  tail  un- 
equally bifurcated  or  heterocercal;  scales  run  down  on  it  becoming 
smaller  and  more  and  more  acutely  rhomboidal  or  loz(aige-shaped  as 
they  recede;  caudal  rays  come  exclusively  from  under  side  of  upper 
division  ol  tail.  Scales  obtusely  rhomboidal  on  anterior  and  middle  of 
body,  and  are  distinctly  striated  parallel  to  anterior  and  lower  margins, 
while  they  are  smooth  and  very  brilliant  towards  and  upon  the  tail; 
dorsal  scales  large,  and  in  form  of  obtuse  sphericid  triangles,  pointmg 
backwards  towards  the  dorsal  fin.  This  species  is  not  described  in 
any  book  1  have  exammed,  and,  believing  it  t«)  be  new,  I  shall  take  the 
liberty  of  naming  it  Valce.oniscus  Cuirnsii,  after  the  highly  intelligent 
superintendent  of  the  Albert  coal-mine,  William  Cairns,  to  whose  active 
and  unreniilting  labors  1  am  indebted  f()r  so  many  specimens  of  these 


mteresting  fossds. 


♦♦PI.  I.,  Fig.  4.     This  large  and  elegant  fish  was  most  unfortunately 


COLONIAL  AND  LAKE   TRADE. 


479 


broken  in  splitting  it  out  from  the  rock,  only  the  posterior  part  of  it 
having  been  saved  in  a  fit  condition  for  delineation.  The  whole  length 
of  the  fish  was  originally  fifteen  inches.  That  portion  which  remains 
entire,  is  5J  inches  long ;  it  was  broken  off  through  the  posterior 
edge  of  the  dorsal  fin.  It  was  an  old  fish,  as  is  evident,  from  the  ap- 
pearance of  the  scales,  which  are  thick,  heavy,  and  have  their  stria- 
tions  in  part  obliterated,  while  the  serrations  are  extremely  sharp  and 
deep.  The  scales  are  elongated  rhomboids,  and  have  many  striae 
upon  their  surface,  which  run  parallel  with  their  upper  and  lower 
margins.  Caudal  scales,  acute  lozenges.  They  run  down  on  upper 
division,  which  is  long,  and  covered  with  scales.  Rays  of  tail  come 
off  very  distinctly,  exclusively  from  under  side  of  the  upper  division, 
and  the  tail  is  unequal  or  heterocereal.  Until  we  obtain  an  entire  spe- 
cimen, peihaj)s  it  will  be  prudent  to  abstain  from  giving  a  specific 
name.  (See  PI.  I.,  Fig.  5,  now  named  F.  Allisoni.)  It  is  a  species  of 
the  genus  Pal.-eoniscus. 

"iM.  II.,  Fig.  I.  This  species  so  nearly  resembles  the  Palceoniscm 
decorus  of  Sir  Philip  M.  de  Egerton  as  on  first  view  to  pass  IJir  it ;  but 
on  examining  the  lines  of  striiB,  we  are  forced  to  regard  it  as  another 
species.  The  lour  great  dorsal  scales,  anterior  to  the  dorsal  fin,  ex- 
actly resemble  in  form  those  represented  in  8ir  Pliilip  M.  de  Egerton's 
plate.  (See  Quarterly  Journal  Geological  Society  of  London,  for 
1849.)  The  scales  of  one  specimen  are  striated,  parallel  with  the 
superior  and  inferior  margins,  and  are  deeply  and  acutely  serrated  on 
their  posterior  edges.  The  lines  of  striation  are  worn  away  consider- 
ably, indicating,  perhaps,  that  it  was  an  old  fish.  It  was,  when  entire, 
about  eight  inches  long,  and  it  is  two  inches  in  diameter  from  the 
anterior  rdgcs  of  the  dorsal  and  anal  fins.  The  lithographic  delinea- 
tion gives  a  suliiciently  lull  exhibition  oithe  characters  of  this  specimen, 
which  appears  to  be  of  the  same  species,  or  very  near  the  species,  last 
described. 

"  Fig.  2,  2  iw,  are  d<;lineations  of  specimens  of  shale,  representing  a 
fish  <ni(l  its  counter  print  in  the  rock,  just  as  it  was  split  open.  It  is  a 
sm;dl  spiH'irs  of  Paheoniscus,  compressed  vertically,  and  is  contorted 
as  if  the  lish  had  struggled  to  extricate  himself  when  imprisoned  in  the 
mud  that  now  l()rms  this  rock.  The  line  of  dorsal  scales,  in  the  middle 
of  this  fish,  proves  its  position  to  be  as  I  have  slated,  and  this  opinion 
is  still  futihcr  confirmed  by  the  shapt^  of  the  head,  and  by  the  open  gill 
covers.  This  fish  nnist  have  been  caught  in  the  mud  alive,  since  it 
was  iti  an  upright  position. 

"  Fig.  'J,  represents  a  beautiful  and  perfect  fish,  found  at  the  new  pit 
of  tlu!  All)i  It  coal  mine,  l)y  Mr.  Wallace,  deputy  coUeetor  of  Hillsboro', 
who  kindly  presented  it  to  me.  It  is  compressed  vertically,  or  from 
the  back  towards  the  abdomen,  and  the  head  is  also  vertically  com- 
pressed l)il\veen  the  strata.  Tlie  large  dorsal  scah^s,  so  characteristic, 
are  seen  al(»ag  the  middle  of  ihe  fish.  There  is  a  coprolite  seen  pro- 
jecting from  near  the  middle  oi'  the  fish,  and  it  is  not  certain  wh(;ther 
it  is  included  [)artially  in  its  body,  or  was  in  the  mud  befi)re  the  fish 
was  deposited  or  caught.  The  body  of  the  fish  curves  over  the  copro- 
lite as  if  it  had  been  a  hard  substance. 

"  Description  :    Fish  is  4^  diameters  of  its    body  long ;   body  GJ 


I; 


! 


480 


ANDREWS*    REPORT   ON 


i|    ' 


■     :     ' 


i 


inches  long ;  head  in  form  of  equilateml  spherical  triangle ;  gills  open; 
back  of  hciid  beautifully  inark(;tl  by  tuberculations,  or  stria;  and  (lots  ; 
dorsal  scales  oval-shaped  and  striated,  the  most  pointed  part  of  the 
scale  being  towards  the  tail ;  they  run  along  the  entire  back  to  the  tail, 
excepting  at.the  place  where  the  dorsal  Hn  is  compressed  ;  scales  of 
body  serrated  on  posterior  margins,  and  striated  parallel  with  their 
upper  and  lower  edges,  and  wavy  in  middle.  I  am  disposed  to  regard 
this  individual  as  belonging  to  the  same  species  as  the  one  before  de- 
scribed. 

♦'  Fig.  2,  2  bis. — Figure  7  represents  a  lower  jaw  of  a  Pala^oniscus 
from  tlie  Albert  mines.  It  is  interesting  as  showing  the  mode  of  den- 
tition of  these  ancient  fishes ;  the  teeth  are  here  seen  to  be  in  a  line 
fixed  in  regular  sockets  in  the  jaw,  like  those  of  salmon  ;  the  jaw  is 
beautifully  marked  with  little  raised  dots,  visibh;  under  an  ordinary 
lens ;  the  te{>th  agree  with  those  ol)served  by  Sir  Philip  M.  de  Egerton. 
(See  Quarterly  Jour.  Geol.  Soc,  Lond.,  1849.) 

"  Fig.  8. — This  specimen  was  discovered  by  me  in  the  shale  of  the 
new  sliaft  of  the  Albert  mines.  It  is  peculiarly  interesting  on  account 
of  the  entire  preservation  of  its  abdominal  fui,  and  also  on  account  of 
its  association  with  a  coprolite  which  seems  to  have  belonged  to  this 
individual. 

"Description:  Fish,  entire  ;  length,  3tV  i"t;hes  ;  width  of  the  body, 
/;,  of  an  inch  ;  length  of  the  head,  ecjual  tot  he  greatest  width  of  the 
body  ;  lish,  ii)ur  diameters  of  its  body  in  length  ;  fins,  one  dorsal,  op- 
posite anal,  situated  in  the  posterior,  lliird  of  body  ;  anal  fin  little  larger 
tlian  dorsal;  abdominal  fin  small,  situated  a  little  in  advance  of  the 
middle  of  the  body  of  the  fish  ;  pectoral  fin  a  little  larger  than  abdo- 
minal; scales,  large  and  brilliant,  having  a  light-brown  color  striated 
parallel  to  anterior  margins  transversely,  and  longitudinally  in  middle, 
but  finer  than  on  anterior  margins;  tail,  more  regular  than  the  bel()re- 
describi'd  sj)ecies,  but  still  unccjual;  has  scales  in  upper  division.  This 
specimen  also  presents  another  curious  feature  ;  its  tJiil  having  been 
amputated  by  a  shift  of  the  strata,  and  the  fracture  being  polished  and 
recemented  a  little  out  of  place.  Head  more  acute  than  any  of  the 
bel()re-described  species,  and  very  perlix-tly  preserved,  having  the  fine 
markin.Q;s  of  the  gill  covers  and  the  stria;  and  markings  distinct,  and 
also  what  appears  to  be  the  im))nvs?ioii  of  the  tongue  of  the  fish.  The 
orbitar  ring  is  also  preserved,  and  is  a  horn-like  circle,  or  ring,  filled 
with  bituminf)us  shale  or  clay.  A  coprolite  under  the  abdomen  of  the 
fish  is  a  cylindrical  mass,  rounded  at  each  end,  to  of  an  inch  long, 
and  1%  <ii  an  inch  in  diameter.  It  is  of  an  ash-gray  color,  and  includes 
what  appear  to  be  small  blaf;k  scales  of  fishes." 

Descriptions  of  the  scales  of  fossil  fishes  from  the  Albert  coal  mine,  with 

analysis  ff  the  scales. 

Owing  to  the  perfect  preservation  of  the  body  of  the  fish,  and  of 
ganoil  fish-scales  in  the  rocks,  it  is  as  easy  to  identify  them  as  if  the 
fish  were  still  living ;  fi)r  the  substance  of  a  genoid  fish-scale  is  of  the 
nature  of  heme,  as  will  be  shown  by  the  following  analysis  of  the  scales 
of  Palaonisciis,  from  the  Albert  coal  mines :  0.G2  gramme  of  the  scales 


ills  open; 
md  (lots ; 
irt  of  the 
()  the  tail, 
sCi'iles  of 
with  their 
[  to  regard 
before  de- 

iloooniscus 
c  of  den- 
[«  in  Ji  line 
the  jaw  is 
11  ordinary 
e  Egerton. 

lale  of  the 
)n  account 
account  ol 
red  to  this 

f  the  body, 
idih  of  the 
dorsid,  op- 
little  larger 
mce  of  the 
[than  abdo- 
ilor  striated 
n  middle, 
le  be  fore- 
ion.    This 
been 
shed  and 
ny  of  the 
ing  the  line 
siinct,  and 
sh.     The 
ring,  filled 
men  of  the 
inch  long, 
nd  includes 


livmg 


)n 


'  mincy 


toith 


fish,  and  of 
ni  as  if  the 
|ilc  is  of  the 
»f  the  scales 
f  the  scales 


COLONIAL   AND    LAKE    TRADE.  481 

from  the      .'die  of  the  body  of  the  fish  (PI.  I.,  fig.  4,)  submitted  to 
analysis,  gave  the  lollowing  results  : 

Animal  matter 0.0800 

Carbonate  of  lime 0.0980 

Phosphoric  acid 0.2452  ^    Phosphate  of  lime  and  of 

Lime 0.1234   )■     magnesia,  0.4309. 

iMagnesia 0.0623 

8ilioa 0.0040 

0.6129 


By  analysis  of  another  portion  of  the  same  fish,  it  is  proved  that  the 
fibrinous  and  albuminous  matter  composing  the  fisli  is  still  unchanged 
in  c()m|)osition,  so  far  as  its  eh^menls  arc  considered. 

The  imi)oriiint  element  proving  the  presence  of  animal  matter  is  ni- 
trogen, which  is  separated  by  analysis  into  the  state  of  ammonia.  This 
by  two  determinations,  was  found  to  be  in  one  15.-56  per  cent.,  and  in 
the  other  16.54  nitrogen  ;  the  mean  being  16.05  jier  cent.,  which  is  the 
amount  of  nitrogen  in  fibrine  and  albumen. 

Descriidion  of  the  scales  of  Pala:onisc'i  from  the  shahs  of  the  Albert  coalmine. 

Plate  I.  A.  Portion  of  shale,  with  impressions  of  i'«/f/'(i«?.sc«.t'  scales 
of  three  varieties,  seen  enlarged  in  a,  b,  c ;  a  is  one  of  the  scales  from 
the  middle  of  the  body  of  i\\v.  fish,  antl  siiuws  the  articulating  process 
by  which  it  is  attached  to  the  lower  edge;  of  the  scale  next  above  it  on 
the  fish.  The  striations  of  the  scale,  and  the  serrations  of  its  right  ex- 
tremity are  distinctly  shown,  b  represents  one  of  the  tulcre  or  scales 
near  the  fins  of  the  fish  ;  a  grouj)  of  three  of  them  are  seen  in  specimen 
A.     c  is  II  broad  scale  tVom  the  lower  part  of  the  body  near  the  tail. 

B  represents  iwofu/cre  or  fin  scales  from  the  back,  at  the  dorsal  fin. 
Tlie  enlarged  vitiws  of  them  give  a  full  explanation  of  their  structure. 
They  have  been  mistaken  not  unfrecjuently  tiu-  teeth,  since  the  larger 
scales  bear  some  resemblance  to  the  teetli  of  placoid  fishes,  and  to 
sauroid  fishes'  teeth.  C  represents  a  specimen  of  another  species  of 
raheoniscns  scale.  It  is,  in  the  original  specimen,  the  most  perfect  that 
has  been  seen  at  the  mine  ;  above  it  is  a  correctly  enlarged  figure  of 
this  scale. 

The  reader  is  perhaps  aware  that  geologists  have  adopted  the  divi- 
sion of  fishes,  as  proposed  by  Agassiz,  as  classified  by  their  scales, 
which  are  ol'  four  orders  :  1.  Placoid,  (broad  plate,)  of  which  the  sharks' 
scales  are  illustrative.  2.  Ganoid,  (resplendent,)  hard,  bony  scales  ; 
example,  the  American  gar-pike.  3.  Ctenoid,  (comb-like  ;)  example, 
scales  of  liie  perch.  4.  Cj'cloid,  (circular  ;)  examples,  herring,  salmon, 
cod,  pollock  scales. 

These  divisions  suffice  for  most  purposes  in  idenlifving  fishes  ;  and 
it  fortunately  happens  that  most  of  the  fossil  fishes — iill  of  those  of  an 
ancient  type — belong  to  the  bony-scale  group  ;  and  the  character  ol  the 
scale  of  one  of  these  fishes  remains  unaltered  in  the  rock  where  it  was 
originally  imbedded  at  the  time  of  its  deposition. 
31 


482 


ANDREWS     REPORT   ON 


Plate  I.,  Fig.  5,  rcprcsonts  iho  head  and  part  of  the  body  (A'  a  very 
large  fish  ot"  the  genus  Palao/iincuK.  It  appears  to  l)elong  to  the  same 
species  with  lig.  4  of  same  plate,  and  (ig.  1  of  pl.it(!  II. 

Description  :  Wi(hii  of  hody  offish,  .3  inches  ;  lengtii,  prol)ably  from 
.15  to  ]8  inches;  iiead,  strong,  firm,  and  more  bony  than  usual  with 
fishes  of  this  group  ;  lenglh,  from  2^  to  3  inches  ;  width,  2  inches  ;  gill- 
plates  distin(;t,  but  cruslied  together,  so  that  they  catniot  he  dissected, 
since  they  adhere  firmly  together ;  j)ectoral  fui,  short,  strong,  and  has  a 
rounded  and  heavy  shoulder  of  gri>at  strength,  covered  with  a  long 
armor,  striated  oblicjuely  backwards  and  downwards.  Other  fins  were 
broken  from  the  spccimt.'n  before  I  rectavedit  and  lost ;  but  those  want- 
ing are  seen  on  tig.  4  of  this  plate,  and  fig.  1  of  IM.  II.  I'rinls  of  five 
of  the  great  dorsal  scales  distinct  in  the  rock — sca'cs  broken  off".  Scales 
of  body  perfect,  serrat<'d,  and  distinctly  striated  with  wavy  lines  hori- 
zontally?  and  slightly  curving  towards  the  posterior  upper  angle  of  scale. 
A  marked  swelling  in  the  ])lace  of  the  stomach  shows  that  the  organ  is 
filled  with  the  food  of  the  fish.  Color  of  the  fisfi  light  clove  brown, 
or  a  little  more  inclined  to  cinnamon  brown. 

Tliis  fish  I  propose  to  name  in  honor  of  the  enterprising  projector  of 
the  mine,  who  presented  me  with  the  specimen  :  VahroithatH  AUisnniy 
in  honor  of  Edward  Allison,  es(|.,  of  St.  John. 

List  of  tin  Fossil  Plants  found  in  tlin  shales  of  the  Albert  Coal  Mim. 

The  fossil  fishes  already  described  belong  to  the  genera  known  to 
characterize  the  coal  formations  of  Europe  ;  but,  as  might  be  exj)ected 
from  other  analogous  facts,  the  American  species  are  not  identical  with 
any  known  in  the  Old  World,  though  they  closely  resemble  them. 
They  arc  of  the  same  genus,  but  of  new  and  before  undesciibed 
species. 

The  plants  found  associated  with  these  fishes  concur  in  proving  the 
formation  at  the  Albert  mine  to  be  in  the  true  coal  series,  and  thus  set 
at  rest  those  doubts  which  were  hastily  expressed  hy  other  geologists, 
who  made  a  cursory  examination  of  this  mine,  who  kn(;w  not  the 
facts  contained  in  this  j)aper. 

Plate  III,  Figs.  1  and  2,  represent  a  specimen  ni'  Lqndodaidt on,  i\u- 
alogous  to  the  L.  Gracile  of  Ad.  Brogjjiart,  though  not  identical  with 
that  species.  Figs.  3  and  3  bis  represi'iit  the  fruit  of"  the  Ijcjudodendron, 
or  Lcpidostrobus,  Irmnd  in  the  shale  of  this  mine.  Figs.  4,  5,  and  8 
represent  a  plant  about  which  some  doubt  still  exists,  but  which 
was  supposed  to  be  some  species  of  Spheraedra  ;  but  it  differs  from  that 
plant  in  several  respects,  as  will  be  discovered  on  comparing  it  with 
the  plate  in  the  work  of  Lindlev  and  Hutton.  Figs.  G  and  7  are  broad 
flag-like  leaves,  supposed  to  belong  to  the  palm  tribe.  Fig.  9  is  the 
common  calamite  of  the  coal  fJirmation,  and  was  f()und  in  the  gray 
sand-stone  below  the  coal  bed  at  the  Albert  mine.  These  plants  are 
similar  to  those  found  in  the  coal  mines  of  Nova  Scotia  and  of  other 
parts  u'i  New  Brunswick,  and  are  like  those  fiiund  in  the  anthracite 
mines  at  Mansfield,  Massachusetts,  and  in  the  semi-bituminous  coal 
mines  of  Maryland  and  of  Virginia.  Figs.  4,  t5,  and  8,  represent  the 
pn\y  plant  that  1  have  not  before  diseov(^red  in  our  coal  formation. 


COLONIAL   AND   LAKE    TRADK. 


483 


A'  11  very 
ihc  same 

ibly  tVoiu 
suiil  with 
lies  ;  gill- 
tlissccU'tl, 
iiiicl  has  a 
th  a  long 
■  Ihis  wcro 
u)sc  waiit- 
iitd  of  tivo 

hncs  liori- 
Ic  of  scale, 
ic  organ  is 
ve  brown, 

)r()joctor  ol 
us  Allixoniy 


This  plant  is  rvidesntly  a  siiccuh.'ni  nntiual,  as  evinced  by  its  con- 
lorted  nnd  (hooping  stem,  and  wm.s  prob  ibly  an  amiatie  plant,  snch  as 
are  timnd  growing'  in  niarsliy  places  or  bogs.  lis  association  with 
fishes  indicati's  its  b(;ing  nn  acpiatic  plant,  or  one  growing  on  the 
borders  of  a  lake  or  river.  It  is  not  a  Jheoid,  as  has  been  alleged,  lor 
it  has  alternate  branches. 

The  Ibllowing  is  an  elcnientiny  analysis  of  the  Albert  cotd,  made  by 
C.  T.  Jackson  : 

Carbon 75.2 

Hydrogen 7.G 

Oxygen  and  a  little  nitrogen 17.2 

Totjil 100.0 

The  coal  yields. (50  per  cent,  of  volatile  matter. 

do 40       d(».      of  coke. 

Total 1.00 


Kil  Mim- 

I  known  to 
>e  expected 
[<nlical  with 
)le  them, 
indeseribed 

^roving  the 
id  tiTus  set 
geologists, 
\v  not  the 

mdrun,'M\- 
ntical  with 
lidodendron, 
:,  5,  and  8 
)nt    which 
s  from  that 
mg  it  with 
are  broad 
ig.  9  is  the 
n  the  gray 
plants  arc 
nd  of  other 
anthracite 
inous  coal 
present  the 
I  formation. 


rs 


And  the  coke  leaves  0.47  per  cent,  of  red  ashes.  The  coal  cokes 
readily,  and  cements  closely,  if  compressed  ;  but  it  does  not  melt, 
though  it  softens  if  slowly  heated  to  redness  in  close  vessels.  It  yields 
20  per  cent,  of  soluble  bituminous  matters  to  benzole,  and  from  12  to 
15  per  cent,  to  oil  of  turpentine.  The  solubility  of  a  portion  of  its  bitu- 
men led  most  persons,  at  first,  to  suppose  that  it  was  a  kind  of  bitumen ; 
but  the  discovery  of  organic  structure  in  the  coal  itself  removed  this 
error,  and  chemical  researches  proved  the  coal  to  be  a  little  more  bitu- 
minous than  the  cannel  coals  of  commerce.  There  can  be  no  doubt  of 
the  fiiqj.  that  this  coal  is  in  the  true  coal  field  of  the  provinces. 

The  discovery  of  other  beds  of  this  valuabh'  substance  is  highly  de- 
sirable, and  the  field  has  been  as  yet  but  little  explored. 

Agricuilurtil  Resources  of  Nav  Tiruiusmck  and  of  Nova  Scotia. 

Viewing  the  rocks  which  have,  by  their  decompositiou,  produced  the 
mineral  matters  of  the  soil  of  the  province  s  of  New  Brunswick  and  of 
Nova  iScotia,  we  see  that  every  mineral  ingredient  requisite  lor  the  for- 
mation of  good  soils  must  be  contained  in  them ;  and  trie  drill  agencies, 
whether  of  ice  or  water,  in  ohien  time,  have  duly  commingled  the  detri- 
tus, so  as  to  diffuse  the  different  mineral  substances.  S'egetable  mat- 
ters— the  fidiage  whi<;li  drops  tiom  deciduous  trees  ;  tla;  peat  mosses, 
which  grow  in  humid  places,  and  decayed  trunks  of  trees — have 
added  the  matters  which  product;  humus,  or  vegetable  mould  ;  and 
thus  we  have  Ibrmed,  by  the  hand  of  Nature,  the  soils  which  we 
cultivate. 

From  geological  considerations  we  should  //  priori  regard  the  soils  of 
New  Brunswick  and  of  Nova  8cotia  as  capable  of  bearing  any  of  our 
usual  crops  of  cultivated  plants,  as  well  as  the  usual  l()rest  trees  of 
northern  climes.     .Such  we  know  by  observation  to  be  the  fact;  and 


t   i 


T  11 
I   ]\ 


484 


ANDllEWH      ItEPOilT    ON 


llu'  only  iiillurnccs  wliicfi  nn'vriit  flir  noil  of  these  proviners  fiotn  Ix-iir- 
iii|>[  atiy  iind  nil  kinds  or|))!ii)ts  are  those  ot  climate.  Tlu;  cold  ol'long 
winters  limits  tlii!  giowih  of  crops  to  ii  ll'w  months  ;  and  only  those 
which  are  hnrdy,  and  are  adapted  to  the  cliiniile,  can  he  raised  advan- 
tageously. W<'  have,  tli(;n,  to  inquire  what  are  the  crops  which  expe- 
rit.'nce  has  proved  to  \)r.  tluf  best  lor  the  countries  in  (jiiestion.  It  is 
kn<twn  that  ilu;  northern  portions  of  America  •' possess  an  excessive 
<.'limate,"*  viz  :  one  of  extreme  heal  in  sunimer,  and  of  gri'at  cold  in 
wititer.  Su(;li  climates  [)roduc«'  a  most  rapid  jirowlh  of  veg(!tation  ;  t()r 
iho  heat  of  a  summer's  sun  hurries  lltrward  the  processes  of  vcgetahle 
growth,  and  an  early  autumn  hrinujs  the  ripening  to  a  close.  Plants, 
which  ri|)(ii  more  slowly  in  temperate  climes,  have  to  he  gradually 
acclimated  hel'orc  they  can  accommodate  themselves  to  the  short  sea- 
sons ol' the  north.  Hence  the  variety  of  zea  maize  (Indian  corn)  which 
grows  in  Canada  dillers  in  its  hahils  of  growth  from  the  southern  corn, 
tuitl  ripens,  where  corn  of  a  more  southern-raised  st-ed  would  perish^in 
ihc  milk,  hy  frost.  Th«'rc  an;  many  of  our  usual  plants  that  will  Wear 
this  acclimating  process  above  reti-rred  to;  others  we  had  nolheeii  aide 
to  sidxhie  to  our  short  seasons.  'I'he  potato  is  much  improved  liy  heing 
haste  ned  in  its  growth  in  the  way  ahove  alluded  to,  and  the  provinces 
of  iNew   Hrunswick  and  Nova  Scotia  produce  the  Ijcst  potatoes  known 


m  this  couiitrv, 


Th 


r. 


le   smaller  cereals — such  as  oals,  rye,  uariev,  and 


summer  wheal — ripen  pi-rlcctly  in  these  provinces,  and  the  grain  is  of 
excellent  (piality  and  ot  remarkahle  sweetness. 

'rnrnips  ot"  every  variety  grow  well,  and  pease,  beans,  and  other 
leguminous  jilants  are  known  to  thrive  admirably.  In  short,  we  may 
say.  from  ()i)servation  of  the  fact,  that  all  the  usual  culinary  vegetables 
wliich  grow  in  tin-  Stales  ot"  Maine;  and  New  Hampshire,  thrive  ('(jually 
in  die  soil  and  climate  of  the  two  proviiircs  we  are  describing.  Fruit 
trees,  also,  with  the  excej)iion  of  the  peach,  (which  does  not  bear  well 
lilt!  iniense  cold  ot"  winter,)  produce  good  fruit  in  ihcsi'  provinces. 

The  most  highly  valued  crop  among  tla;  tiirmers  of  New  Jirunswick 


';i' 


is  grass,  which,  with  the  least  labor,  is  the  most  profitable  crop  ;  t«)r 
good  hay  is  not  oidy  recpiired  f()r  keeping  of  the  slock  on  the  taiin,  but 
is  also  extensively  in  demand  among  the  timber-cullers  of  the  forest, 
lor  the  hiioply  of"  fi)od  to  their  teams  of  cattle.  Largtr  <|uanlities  of 
pressed  f  y,  in  bundles,  are  also  exported  from  the  provuices  to  the 
citi»!S  of  the  rnited  8lates.  Four-lifliis  of  the  land  on  every  large  liirm 
may  be  advantageously  laid  down  in  grass  imd  be  kept  fo  mrwing 
land,  until  it  is  so  old  as  to  rerpjire  to  be  t  tken  up  by  the  piou^'h  ;  lud 
this  is  done  gradually,  so  as  to  keep  but  a  limited  porlioe  .  ih:  i  '  . 
in  tillage,  f(>r  there  aie  few  farmers  in  th(>  province  who  caa  cultivate 
more  Itian  thirty  acres  of  tilled  land  to  advantag*-,  and  theriilbre  (hey 
hove  to  keej)the  rest  of  the  farm  in  grass,  which  it  is  also  advantageous 
tijr  them  to  do,  nu  other  accounts,  as  above  sptniticd. 

It  is  well  know-,  ♦(•at  li'th^  progress  has  been  maile  in  agriculture  in 
the  i)rovinc(>s,  i(;r-  '';    for' sts,  tul-  ')f  heavy  timber  trees,  tempt  the  agri- 


cu 


hur; 


portit'i)  ol'  {\:n  v.ommunly  to  engage  in  the  heavier  and   more 
immediately  pi*  fitaLk  entcrpris  s  of" lumber  cutting  and  sawing.   This 


*  Humboldt  Isothermal  Linos. 


COLONIAL    AND    LAKE    TRADB. 


485 


biisinrss,  nlflioiigli  not  m  hrnoficinl  to  tlio  flmrjiclrr  of  tlio  people  ns 
tlu!  tnorc  civilized  life  of  liiiiiiiiir.  Ikks  its  tidvatitii^es,  not  to  lie  over- 
looked. It  produces  u  liardy  set  ./I  men,  and  encouni^'es,  t(»  some  <'X- 
tent,  the  estnUlislinient  of  nianuliieiiuin)?  operations,  hy  liitniliarizing 
tlie  |)eople  with  tlu^  niMcliiiiery  of  i/iills,  and  with  the  various  mechani- 
cal operations  coimected  with  the  I  usi/iess. 

Thus  I'ar  the  demand  tor  fliod  in  thi'  pn^yinces  is  vastly  beyond  iho 
supniy  raised  on  the  soil,  and  uu  exports  ot  grnUh  or  indeed  of  any 
agricultural  ])r()duce,  snvv  of  potat<ies  ■ind  of  hay,  t;ike«i  phtct)  from 
eith«!r  of  them.  Oats  of  superior  (|ualil\  arc  raised  on  Prnu  e  ?'d- 
ward's  island,  and  biought  to  Boston,  where  tiiey  comninnd  a  higher 
[)rice  than  the  kinds  raised  in  the  States.  'I'his  is  [>rol)ably  th« 
only  gtaii;  th.it  wo  can  expect  to  receive  from  t)i(!  Lower  proviMces. 
Immf use  t)imntiti«?s  of  flour  from  the  United  States  find  its  way  to 
tHuhi  .,1  '\ ;  iLCs  ;  but  there  is  now  growing  up  in  (Janada  West  a 
jK.wt.rlul  competilion  with  us  in  this  trade;  tor  the  soil  of  ih;it  por- 
li'>n  "I  Canada  is  of  the  same  (juality  as  that  of  the  neight)oriiig  State 
of  Now  York,  and  will  produce  wheat  eciually  well  and  of  ns  good 
quality. 

In  tla;  course  of  time  the  j)rovince  of  Now  lirunswick  will  become 
more  successful  in  tlu;  cultivation  of  lu-r  soil.  The  imj)rovetnents  of 
science  will  gradually  extend  themselves  among  the  I'armers  tl  re,  as 
they  have  done,  and  are  still  doing,  with  us  ;  but  still  it  may  b  •  more 
advantageous  ft)r  the  people  of  New  Brunswick  to  obtain  their  chief 
snpj)ly  of  flour  and  corn  from  the  United  States,  j)rovided  the  can 
furnish,  in  the  course  of  trade,  other  products  of  their  own  soil,  as  hey 
do  of  their  waters  and  of  their  liacsts.  Mines  of  coal  and  of  ron 
they  have  in  abundance;  bnilding-stones,  grindstones,  roofing  slates, 
gypsum,  and  salt,  and  manganese,  they  already  export,  and  can  sup- 
j)ly  in  as  large  tjuaiitities  as  may  he  reiiuired  ;  and  tlie  tim(!  will  come 
wlien  ores  of  lead  and  of"  copper  will  be  added  to  the  exports  of  tfic 
provinces  of  N<'W  Brunswick  and  of  Nova  Scotia. 

C.  T.  JACKSON,  i\/.  IK 
Asmijcr  to  the  State  of  Massodnisettx,  \c.,  ^V. 


It 


f  J 


m 


uni 


•'  I 


COLONIAL   AND   LAKE    TRADE. 


487 


PART    Til. 


NOVA   SCOTIA. 


The  province  of"  Nova  kScofia  now  includes  Cape  Breton,  which  at 
one  period  was  under  a  separate  government. 

Nova  Scotia  proper  is  a,  long  peninsula,  nearly  wedge-shaped,  con- 
nected at  its  eastern  and  broadest  extremity  w'ith  the  continent  of  North 
AiniMica  bj^  an  isthmus  only  fifteen  miles  wide.  This  narrow  slip  of 
land  separates  the  waters  of  the  Bay  of  Fundy  from  those  of  the  Gulf 
of  St.  Ijawrence.  The  peninsula  stretches  fiom  southwest  1o  north- 
east, fronting  the  Atlantic  occLin ;  its  extreme  length  being  about  two 
hundred  and  eighty  miles. 

The  singular  and  valuable  island  of  Cape  Breton  lies  to  the  east- 
ward of  Nova  Scotia,  fiom  which  it  is  only  separated  by  the  strait  of 
Canso.  This  strait  is  in  length  about  twenty  miles,  and  in  breadth 
fibout  one  mile.  Cape  Breton  is  more  particularly  described  under 
a  separate  head. 

The  most  remarkal)le  feature  in  the  peninsula  of  Nova  Scotia  is  the 
numerous  indentations  along  its  coasts.  A  vast  and  uninterrupted  body 
of  water,  impelled  by  the  tr.tde-wind  fiom  ttie  const  of  Africa  to  the 
American  continent,  strikes  the  Nova  Scotia  shore  between  44°  and  45° 
north  latitude  with  great  torire.  A  barrier  of  lifteen  miles  only  (the 
strip  of  huid  already  mentioned)  between  the  Atlantic  ocean  and  Gulf 
of  St.  Lawrence  secerns  to  hrive  esciiped  such  a  catastrophe,  w^hile  a 
space  of  one  Innulred  miles  in  length,  and  upwards  of  f()rty  in  breadth, 
has  be«Mi  swall(»wed  up  in  tlu'  vortex,  which  rolls  its  tremendous  tides 
of  sixty  and  seventy  f«_'et  in  height  up  the  liay  of  Fundy.  This  bay 
bounds  Nova  Scotia  on  its  northwest  side,  and  separates  it  from  the 
continent. 

The  combined  influence  of  the  same  pov.erful  agent  and  of  the  At- 
lantic oceini  has  producc^d,  though  in  a  less  striking  manner,  the  same 
efli'ct  upon  the  southeastern  shore.  Owing  to  the  operation  of  these 
causes,  the  harbors  of  Nova  Scotiii,  on  its  Atlantic  coast,  f()r  lunuber, 
capacity,  and  safi'ty,  are  [)erhiips  unpar;dlelcd  in  any  part  of  the  world. 


It 


IS  stilted  that   fxtween 


III 


ililax  aiu 


1  C 


\\)( 


C; 


uiso  there  are 


twel 


ve 


ports  capable  of  receiving  ships-ot-the-liius  and  fiiurtcen  others  of  suf- 
ficient depth  for  merchantmen. 

A  broad  belt  of  high  and  brctken  land  rnns  along  the  Atlantic  shores 
of  Nova  Scotia,  liom  Capi'  Canso  to  CJape  Sable.  The  breadth  of 
this  belt  or  range  varies  from  twenty  miles,  in  its  narrowest  part,  to 
fifty  and  sixlv   miles  in  other  places.     Its  average  height  is  about  five 


hundred  li'tt;  it  is  iu<:i>:ed  and  une\en,  ami  i' 


om 


and 


[)OSC 


scd  chieilv  of  jiranite 


prmiary  rocfv 


The  peninsula  of  N(tva  Scotia  is  supposed   to   contain  9,534,196 
acres;  and  it  is  estimated  that  nearly  two-thirds  of  its  entire  surface  is 


Mil 


I 
!- 

1 

ji 

N 


I 


488 


andhew.s' 


REPORT   ON 


,   1 


covered  by  the  formation  above  described.  The  country  is  undulating 
throughout,  and  abounds  with  lakes  ofail  shapes  and  sizes.  The  scenery 
is  everywhere  beautifully  picturesque,  owing  to  the  great  variety  of  hill 
and  dale,  and  the  numerous  rivers  and  lakes  scattered  eveiywhere. 

The  soil  of  Nova  Scotia  varies  greatly  in  quality ;  some  of  tlie  up- 
lands are  sandy  and  poor,  while  the  tops  of  the  hills  are  frequently 
highly  productive.  On  the  Atlantic  coa.st  the  country  is  so  rocky  as  to 
be  difficult  of  cultivation ;  but,  when  the  stones  are  removed,  the  soil 
yields  excellent  crops. 

The  portion  of  Nova  Scotia  best  adapted  to  agriculturrl  pursuits  is 
its  northeastern  section,  which  rests  upon  the  sandstones  and  other 
rocks  of  the  coal  formation.  Its  most  valuable  portion  is  upon  the 
Bay  of  Fundy,  where  tiicre  mv  deep  and  extensive  deposites  of  rich 
alluvial  matter,  thrown  down  by  the  action  of  the  extraordinary  tides 
of  tliis  extensive  bay.  These  deposites  have  been  reclaimed  from  the 
sea  by  means  of  dikes;  and  the  "diked  marshes,"  as  they  arc  termed, 
are  the  richest  and  most  wonderfully  prolific  portions  of  British  North 
America.  Nothing  can  exceed  their  enduring  fertility  and  ii'uitfulness, 
to  which  there  seems  no  reasonable  limit. 

Tiie  highest  land  in  Nova  Scotia  is  Ardoise  hill,  which  is  only  810 
feet  above  the  level  of  the  sea. 

The  navigation  returns  of  Nova  Scotia  present  the  following  state- 
ment of  the  ships  inward  and  outward  in  1849  and  1850,  as  the 
aggregate  of  all  the  ports  in  the  collony. 


Countries. 


Great  Britain. . . 
Britisii  colonies. 
United  States... 
Foreign  States . . 


Total . 


Inwari 

in  1849. 

Outward 

in  1849. 

Siiips. 

Tons. 

Ships. 

Tons. 

17ti 
1,770 

2,8(t6 

287 

75,843 
123,084 
259,974 

2G,(i85 

183 
1,9.30 
2.(i()»J 

102 

77,174 

148,777 

247,1,54 

9,749 

5,0.39 

485,58(J 

4,821 

483,854 

Seamen  :  inward,  34,210  ;  outward,  33,375. 

The  following  is  a  return  of  shi[)ping  for  IS-'iO  : 


t\  l\ 


Countries. 

In\ 
Ships. 

vard. 

Tons. 

Outward. 
Ships.          Tons. 

Great  Britain 

1.39 
1,9()3 
2,89(i 

254 

65,8G4 
13(i,992 
281,. 340 

25,. 509 

2.184 

2., 595 

157 

7 1 , 589 

British  colonies 

1(17,915 

United  States 

245 ,  72(i 

Foreijfn  States 

15,907 

Total 

5,2.55 

.509,705 

5,102 

501,237 

Seamen  :  inward,  34,475  ;  outward,  32,135. 


ni(lul»iling 
le  scenery 
cty  ot"  hill 
where, 
of  the  up- 
tVequently 
ocky  Jis  to 
xl,  the  soil 

pursuits  is 
and  other 
s  upon  the 
ites  ot"  rich 
linary  tides 
■d  tVoni  the 
ire  termed, 
•itish  North 
Iruitlulness, 

is  only  810 


)\VU 

8r,o, 

g  State- 
as  the 

vard 

ill  1849. 

s. 

Tons. 

(^3 

IM) 
ll-J 

^1 

77.174 

148,777 

247,154 

9,749 

482,854 

Uutwiird. 


Tons. 


r.4 
S4 
95 
57 

71.. 589 
]ti7,915 
245,72r> 

15,907 

02 

501,237 

COLONIAL   AND   LAKE    TRADE. 


489 


The  aggregate  value  of  the  imports  and  exports  of  Nova  Scotia  in 
the  years  1849  and  1850  is  thus  stated : 


In  1849. 


Imports. 


Great  Britain 

BritiHh  colonies — 

West  Indies. . . 

North  America. 

Elsewhere 

United  States 

Foreign  States 


#1, 489, 615 

68,3.50 

852,165 

22,035 

1,764,785 
727,240 


Exports. 


$260,785 

951,375 
420,140 
24,090 
894,425 
253,920 


Total. 


4,924,190  :        2,804,735 


.In  1850. 


Imports. 


$1,892,020 

73,115 

1,192,605 
214,955 

1,612,575 
295,815 


5,281,065 


Exports. 


$262, 945 

1,179,590 

634,190 

53,595 

988,06:i 

238,045 


3,356,430 


The  following  return  shows  the  quantity  and  value  of  all  articles,  the 
growth,  produce,  or  manufacture  of  the  United  (States,  imported  into 
the  colony  of  Nova  Scotia  during  the  year  1850,  as  also  the  rate  and 
amount  of  duty  paid  thereon  : 


Articles. 


A](plcs barrek. 

Ilutter cwt. . 

llvcf, du. . . 

Crackers do. . . 

Clocks iminbcr. 

Clocks do . . . 

Candles poinids. 

Candles do. . . 

Cheese cwt . . 

Chocolate pounds. 

Flour barrels . 

Hams cwt . . 

Lcati)er  (sole) pounds. 

Leather  (upi)er) do. . . 

Lard cwt.. 

Onions do. .. 

Pork do... 

Rum gallons . 

Sugar  (crushed) cwt. . 

Sugar  (refined) do. . . 

Tobacco ]iounds. 

Articles  paying  2^  per  cent. . . . 
Articles  paying  t!^  per  cent.. . . 
Articles  paying  10  per  cent.. . . 
Articles  paying  20  per  cent. . . . 


Quantity. 


Total , 


211 

26 

6 

1.59 

141 

9 

26,13H 

4(m 

KIT 

241 

62,^191 

183 

54,914 

3,448 

3H() 

1,208 

3,. 330 

1,291 

44 

37 

248,540 


Value. 


#G32 

336 

31 

1..59(l 

3.'i2 

180 

3.267 

232 

1,253 

25 

314,4.55 

1,837 

8,008 

1,292 

3,805 

3.021 

24,730 

968 

450 

470 

46,601 

33,6.53 

210,847 

13,720 

1,621 


Ilato  of  duty — ster- Total  duty, 
linff.  i 


673,376 


4s.  per  barrel.. . . . 

8,«.  per  cwt , 

6.'i.  per  cwt 

3s.  4(/.  per  cwt. . . 

!)s.  each 

10s.  eacli 

li^  per  pound.. . . 
3(/.  ])er  pound.. . . 

5s.  per  cwt 

Id.  per  pound.. . . 
Is.  per  barrel  .. . . 

9s.  per  cwt 

1(/.  per  pound.. . . 
2(1.  per  pound.. . . 

Hs.  per  cwt 

2s.  6(/.  per  cwt. . . 
6s.  per  pound .... 
Is.  6(f.  per  gallon 

10s.  per  cwt 

14s.  per  cwt 

Ihd.  per  |iound... 

2i  per  cent 

6|  per  cent 

10  per  cent 

20  per  cent 


#211 

53 

8 

132 

176 

22 

544 

28 

1.33 

15,722 

413 

.143 

143 

761 

755 

4,996 

483 

111 

131 

7,766 

841 

13,177 

1,372 

323 


1, 


49,464 


II 


ii 


ll 


|i;! 


I! 


490 


ANDRKWS     REPORT   ON 


Tlie  following  returns  give  an  abstract  of  the  trade  of  the  province 
of  Nova  Scoiia  during  tlie  year  1851 : 

No.  1. — Return  shouing  the  ships  and  tonnage  inimrd,  and  the  value  of 
imjjorts  info  the  province  of  Nova.  Scotia,  during  the  year  1851. 


From  what  countries. 


Groat  Britain 

British  Nortii  American  colonies. 

British  "West  Indies 

United  States 

Foreign  West  Indies 

Spain 

Colonies  of  France  and  S])ain  , . . 

Foreign  FiUropo 

Portugal 

China 

Guern.sey  and  Jersey 

St.  Pierre,  Newfoundland 

Foreign  States 

Total 


Vessels. 

Value  of  im- 

ports. 

Number. 

Tons. 

1(0 

48,988 

$2,133,035 

1,249 

82,613 

1,022,415 

128 

13,565 

40,590 

1,480 

209,304 

1,390,965 

179 

17,542 

7.17,565 

12 

3,497 

16,015 

3 

231 

2.520 

3 

736 

1,520 

2 

191 

13,890 

3 

487 

125,000 

4 

474 

21,605 

44 

3,183 

1,110 

12 

1,291 

1,410 

3,228 

.382,102 

5,527,640 

No.  2. — Rcttirn  showing  the  ships  and  tonnage  outtvard,  a.nd  the  value  of 
exports  from  Nova.  Scotia,  during  the  year  1851. 


To  what  countries. 


Vessels. 


Number. 


'    f 


Groat  Britain — ^ 

British  North  Aiperican  colonics 

British  West  Indies 

Guernsey  and  .Jersey , 

United  States  of  America 

Foreign  West  Indies 

Mauritius 

Spain 

Batavia i 

Pornambuco j 

Foreign  Kurope \ 

Bra/iis  and  colonies  of  Spiiin , 

South  America i 

French  Nortli  America j 

St.  Pierre j 

Total 


Tons. 


Value  of  ex- 
ports. 


75 

40 

,164 

$142,245 

1,258    1 

!)7 

,153 

1,346,595 

355    ! 

39,414 

Wll,.!.^ 

1     , 

206 

13,200 

1,433    ! 

121 

,212 

736,425 

104 

10,(K(8 

3(t4,080 

o 

469 

12, 155 

1 

189 

8,265 

1     1 

400 

1     1 

203 

8,930 

3 

407 

16,460 

5    1 

604 

.35,845 

1     i 

283 

1,905 

18     . 

928 

3,925 

7 

419 

925 

3,265 

311 

,059 

3,542,310 

ovince 


nine  'f 
1. 


le  of  im- 
torts. 


2,133,035 
1,022,415 
40,590 
1,390,965 
757,565 
16,015 
2.520 
1,520 
13,890 
125,000 
21,605 
1,110 
1,410 

5,527,640 


value  of 


lue  of  ex- 
ports. 


$142,245 
1,346,595 

13,200 
736,425 
304,080 

12,155 

8,265 

H/J3d 

16,460 

:)5,845 

1,905 

3,925 

925 

3,. '■.42, 3 10 


COLONIAL    AND    LAKE    TRADE. 


491 


The  imports  and  exports  of  Nova  Scotia  for  1849,  1850,  and  1851 
are  shown  comparatively  as  follows : 


1849. 

18.')0.              s           1851. 

ImportH 

Exports 

$4,924,190 
2,804,735 

$5,281,065         ,        $5,527,640 
3,356,430         1          3,542,310 

The  various  articles  of  the  growth,  produce,  and  manufacture  of  the 
United  vStates  imported  into  Nova  Scotia  in  1851  were  of  the  estimated 
value  of  $886,940,  iuid  they  paid  provincial  duties  amounting  in  the 
aggregate  to  $64,727. 

The  prineipal  articles  of  eolouial  produce,  growth,  and  manufacture 
exported  to  ihe  United  Slates  of  America  in  1851  were  of  the  following 
description  and  value: 


Articles. 


Quantity, 


Value. 


Coala 47,.375c!iaI(lrons 

Fish — Dried  coU 5,571  quintals 

Mackerel .'i9,750  barrels 

^alinuii 4,444  barrels  and  238  buxcii,  t'lesh.. . 

Herrings '  17,499  barrels ' 

Alewivcs '  1,490  barrels | 

Pickled  M\ 2,692  barrels 

Oil \  6U3  casks  and  4,716  gallons ' 

Frecstuiio |  955  tons I 

Gypsum 40,592  tons i 

Hides 2,422 

Lumber  and  plank 257,700  feet  and  466  pieces | 

Oats '   13,877  bushels i 

Potatoes !  1,385  bushels ...j 

Skins I  4H  packages ' 

Wool ;  51  biiles .j 

Wood  and  bark 21,584  cords j 

Miscellancou.s 


$145,180 

13,800 

290,225 

46,245 

62,140 

3,875 

16,405 

11,715 

12,840 

28,145 

6,860 

2,815 

2,650 

1,580 

1.745 

2,040 

.18,875 

17,930 


Total . 


•705,045 


See  note,  end  of  Part  IX. 


During  the  year  1851,  one  iiundred  and  six  American  vessels,  of 
the  aggregate  burden  of  15,901  tons,  entered  inward  in  the  various 
ports  of  Nova  Scotia,  of  which  numht-r  91  vessels,  13,032  tons,  eleared 
again  with  cargoes  for  the  United  States,  and  the  remaining  15  took 
cargoes  l(»r  foreign  pctrts. 

The  number  of  vessels  owned  and  registered  in  the  province  of  Nova 
Scotia,  on  the  31st  DeccMiiber,  1850,  is  thus  slated:  2,791  vessels, 
168,392  tons. 

The  fisheries  on  the  colonial  coasts  have  been  prosecuted  to  a  greater 
extent  by  the  people  of  Nova  Scotia,  except  Newfoundland,  than  by 
those  of  any  other  colony.     The  following  tabl(%  compiled  from  offlfcial 


!  % 
'I 


n 


II: 


li 


I  ^ 
:  il 
1  ■«/ 


% 


{      ■ 


9  '        *M 


I. 


f'.1 


|:. 


•dj 


492  Andrews'  report  on 

returns,  is  of  some  importance  at  this  time  to  the  fishing  interests  of  the 
United  States. 

The  number  of  vessels  employed  in  the  fisheries  of  Nova  Scotia  in 
1851  was  812,  of  the  burden  of  43,333  tons,  manned  by  3,681  men. 
The  number  of  boats  engaged  was  5,161,  manned  by  6,713  men.  The 
number  of  nets  and  seines  employed  was  30,154.  The  catch  of  the 
season  was  as  follows  : 

Dry  fish 196,434  (juintals. 

Salmon 1,669  barrels. 

Shad 3,536       " 

Mackerel 100,047       " 

Herrings 53,200       " 

Alewives 5,343       " 

Smoked  herring 15,409  bo::es. 

The  total  value  of  the  above  products  of  the  fisheries  is  stated  at 
$869,080;  to  which  must  b^  added  189,250  gallons  of  fish  oil,  valued 
at  $71,016.  The  total  valu(^  of  the  fisheries  undoubtedly  greatly  ex- 
ceeds a  million  of  dollars. 

The  census  taken  in  this  province  during  the  past  year  (1851)  cives 
the  total  population  at  276,117  souls.  In  this  total  are  included  1,056 
Indians,  and  4,90S  colored  persons. 

The  number  of  births  in  1850  was  8,120;  the  number  oi'  deaths 
2,802;  of  marriages  1,710. 

It  appears  that  there  are  in  the  province  1,096  schools,  with  an  ag- 
gregate of  31,354  scholars. 

The  religious  tienominalions  are  thus  classed : 

ChurcijJof  England 36,482 

Roman  Cadiolics 69,634 

Presbyterians — Kirk  of  Scotland 18,867 

Presbvtery  of  Nova  Scotia 28,767 

Fref  (;iiur<-h  of  S<;othind 25,280 

Baptists 42,243 

Methodists 23,596 

Congregatioualists 2,639 

Universalists 580 

Lutherans 4.087 

Sandinians 101 

Quakers 188 

Otiier  denominations 3,791 

The  whole  number  of  churciies  in  the  province  is  567.  The  number 
ofinhai)itcd  houses  is  staled  at  41,453;  of  uninhabited  iiouses  2,028; 
of  houses  building  2,347;  of  stores,  barns,  and  t)uthouses,  52,758. 

The  probable  value  of  real  estate  is  stated  by  the  census  return  at 
$32,203,692. 

It  appears  that  there  are  in  Nova  Scotia  no  less  than  40,012  acres  of 
diked  huid.  This  is  chiefiy  on  the  upper  j)art  of  the  Bay  of  Fundy, 
and  is  celebrated  for  its  enduring  fertility.     It  is  estimated  to  be  worth, 


jts  of  the 

:?cotia  in 
(81  men. 
en.  The 
:;h  of  the 


tills. 
Ms. 


;s. 

stntecl  ;it 
il,  vnlued 
reatly  ex- 

»51)  eives 
led  1,056 

of  deaths 

ith  an  ag- 


S,482 
,034 
,807 
,707 
),280 
>,243 
i,rm 
>,(;;39 
r)80 

L087 

101 

188 
5,791 

.('  number 
les  L',028 ; 
7o8. 
return  at 

2  acres  of 
f  Fundy, 
be  worth, 


COLONIAL   AND    LAKE    TRADE.  493 

on  the  average,  about  $60  per  acre.     The  quantity  of  improved  upland 
is  stated  at  799,310  ;icres. 

Tlie  (juantity  of  live  stoek  is  thus  stated  : 

Horses 28,789 

Neat  cattle 156,857 

Milch  cows 86,856 

vSheep 282,180 

Swine 51,533 

The  grain  and  oilier  ciops,  in  1850,  wore  as  follows : 

Wlioi.t bushels. .  297,157 

B:.rley do 190,097 

llye do 61,438 

Oats do 1,384,437 

BuckwhcMt do 170,301 

Iiuiiiiii  corn do. . . .  37,475 

Hay tons . . .  287,837 

i't'iis  ;ind  besnis bushels.  .  21,638 

(irnss  seed do.  .  . .  3,686 

I'otJitoes do 1,986,789 

Turnips do 467,127 

Other  loois do 32,325 

The  products  of  the  diiiry,  in  1850,  ar(>  stated  at  3,613,890  pounds 
of  butler  ;ind  652,0()9  ])oun(ls  ot"  cheese. 

There  ar<;  1,153  saw  uiills  in  the  province,  which  emplo}'  1,786 
men.  There  an;  also  398  grist-mills,  which  cn)j)loy  437  mi-n.  There 
are,  Ixsides,  10  steam-mills,  or  failories,  237  tanneries,  9  foundries, 
yi  carding  and  \V(>;iving  estnblishmeiils,  17  breweries  iuid  distilleries, 
antl  131  other  nianiifactnriug  cstJiblishments  of  vurious  kinds. 

The  whole  (|u:uitity  of  conls  r;iised  in  the  province,  in  1850,  is  stated 
at  114,992  chaldrons".  There  were  28,603  ensks  of  lime  burned  and 
Ncry  nearly  three  (nillions  of  bricks  manufaclured.  The  (piantity  of 
gypsum  <jii;irri('d  was  79,795  tons  ;  the  (luiuitily  of  ma])le  sugar  made, 
110,441  potmds. 

THE    PORT    OV    HALIFAX. 

Latitude, -1-1  ci  39'  north;  longitude,  63'^  3()' west ;  m:iguetic  varia- 
tion, 15"'  3'  west  ;   rise  and  full  of  tide,  7  to  9  f'et. 

It  is  alleged  that  the  lairbor  of  Hidifix  has  not,  jierhaps,  a  superior 
in  any  ])art  of  th(,'  worhL  It  is  situate  nc.irly  midwMv  between  the 
eastern  and  western  exiremities  ol"  the  |)eninsula  of  Nova  Scotia,  and, 
being  directly  open  to  the  Atlantic,  its  navigation  is  but  r;irely  impeded 
by  ice.  From  the  Atlantic  the  harbor  extends  inlaiul  t()r  iitteen  miles, 
terminating  in  a  beautitul  land-h)cked  basin,  where  whoh^  ileets  may 
ri(l(>  in  good  ;mclior;iL!;e. 

The  entrance  to  HLilitlix  harbor  is  well  lighted,  ;uid  buoys  are  pkieed 
upon  all  the  shoals,     A  tine,  deep  channel  stretches  up  behind  Halifax 
called  the  Northwest  Arm,   which  renders  the  site  ot  the  city  a  penin- 


i 
if 

I  'J 

!'  1 


i 


:;■  'f. 


r  ) 


.,(|i 


494 


Andrews'  report  on 


sula.  The  toNvn  is  built  on  the  declivity  of  ii  hill,  which  rises  gradually 
from  the  water's  edue  ;  its  length  b  nvn\)  than  two  miles,  ancl  breadth 
nearly  a  mile,  with  wide  stre(;ts  crossing  iMch  other  at  right  angles. 

As  the  port  at  which  the  Cunard  luail-steaniers  touch,  on  their 
voyages  to  and  from  Europe,  and  as  th(?  proposed  terniinus  of  tlio  great 
railway  from  (iueb.'c  to  the  Atlantic,  hi  connexion  widi  those  and 
other  steamers,  Halifax  bids  fair  to  become  a  place  of  very  eonsid(M-- 
able  commercial  importance. 

The  natur(>  and  extent  of  its  trade  and  commerce,  at  the  present 
time,  will  be  best  iindcMstood  by  the  tables  which  lollow. 

The  value  of  imports  and  exports  at  the  port  ol"  Halifax,  in,  1850,  is 
tlius  stated  : 


f'o'iiilritN. 


Viiliio  of  iin- 
porlf. 


fircat  Britain tgil  ,675.  IjO 

"'       ■  4»,785 


I  Wc8t  Indies 

Britisli  colonies  \  British  North  Aniericft 

(  Otiicr  colonies 

United  States  of  America 

Foreign  States 

Total 


935,20(1 

48.275 

l.l(«t,0«() 

267,990 


Value  of  ex- 
imrts. 


§75,780 
790.  l.W 
124,780 
18,94r» 
469,00(> 
187,960 


4,080,400 


1,663,615 


The  ships  inward  and  outward,  in  1850,  are  thus  stated  : 


• 

Inward. 

OutH 

Sailing  vessels. 

1 
No.   1  Tong. 

1 

rurd. 

Countrief. 

Sailing  voaaels. 

Stoain  vessels. 

Steam  veH9ol^<. 

No.   ;  Tons. 

1 

No.   ,    Ton. 

No.    i    Tons. 

CwTG&t  Rrttain.  .••••..••!  , 

i 

61  ;  28,986 
^81     36,619 
2.59     27,518 
174      18, 0,t!l 

1 
36  1  24,834 

42  ■     7,798 
.35     .32,768 

17 

3  «7rt 

28 
43 
39 

32,354 

8,258 
36,249 

British  colonies 

United  States 

674  !  .51 ;  6.59 

169  !  19,273 

92  1  10,408 

1 

Total 

1,081    111,204 

113  '  65,400 

952     84,218 

110  !     76.861 

COLONIAL    AND    LAKE    TRADE. 


495. 


dually 
ireadth 
los. 

u  tlu-'ir 
0  great 
ise  and 
)nsid('r- 

proscut 

1850,  is 


110  of  t'X- 

l)ort!». 


S75.'i80 
7<)ll.l5(> 
124,781) 
18,it4r» 
4<W,00() 
187,960 

1,663,615 


am  veHsols. 
.   1   Tons. 

8  • 

3 

9 

32,354 

8,258 
36,249 

0 

76,861 

Tlic  following  is  an  exhibit  of  the  various  descri|)tii}ns  of  merchan- 
dise imported  into  Halifax  from  the  United  States  in  the  year  1850, 
with  the  value  of  each  description  : 


ArticloH. 


Alo  and  porter 

Agricultural  iniplomontii. 

liucon  und  lianiH 

Hccf  and  pork 

Books  and  Htationory 

BcuuH  and  puaH 

Brandy 

UrooniB 

Broad  and  bibcuil 

Brun 

Butter 

Burning  fluid 

Corn 

Corn-nical 

Cordago 

Cotton  manufactures 

(Woa 

Candles 

Corteo 

Drugs  and  medicines  . . . . 

Wheat  flour 

Rye  flour 

Dried  fruit 

Fresh  fruit 

(rlassware 

Hardware 

Hides 

Homp 

Leather 

Leather  maniifacturoi. . . . 

Lard 

Onions 

Rice 

Rum 

Sugar 

Soup 

Tallow 

Tar  and  pitch 

Tobacco 

Tea 

Vinegar 

Wheat 

Miscellaneous 


TotaL 


Value. 


■{1565 
l.S.') 
485 

;Ui,170 

•23,670 

71.-, 

395 

4,460 

25,505 
3,270 
1,040 
5,280 

21,400 

93,660 

17,085 

54,630 
2,755 
7,640 
6,620 

10,070 
224,050 

77,440 
7,370 
1,410 
3,255 

30,420 
4,315 
4,915 
7,180 
9,990 
2.385 
2,490 

11,070 
1,020 
5,290 
1,455 
4,780 
6,425 

76,785 
8,280 
1,405 

23,935 
106,270 

938,985 


The  staple  exports  of  the  port  of  Halifax  are  ilie  various  products  of 
the  sea  tisheries,  in  which  a  large  number  of  the  inhabitants  of  Nova 
Scotia  are  regularly  employed.  The  extent  of  this  business  at  Halifax 
is  thus  stated: 


11 

n 


m 


^ 


496 


ANDREWS'    REPORT   ON 


LI', 


:    t'  I 


.4r 


00 

1— ( 


1^ 


b 


^ 


•     • 

.  ID     •     • 

•        00 

1 

•      • 

.  l^     •     • 

r^ 

"2  . 

^        :  : 

.a  s 

c3        ":  i 

>«  » 

O  "^ 

•     •           •     •     •     t 

^     •      .  <£     •      •     •     • 

^ 

4)    M 

J4  a 

^       li^si  :  I??  :  :  ••  •• 

:    ^ 

<^            ''':!:  j  i  i 

I    rt 

is  :  : 

:    1 

1 

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• 

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3         :  : 

a             .    . 

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SCO               ;     ; 

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W                  I    . 

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:    •*.    1 

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■  ^    • 

01                     .      . 

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H        :  : 

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trt                 •     • 

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w                 •  ift 

W  O  >.'!  —     •  ?i     ■ 

I      J         ffi 

£          :j? 

2i-S^S  :dJi  : 

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Sf*^    -^  :     : 

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:  :    '^ 

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^           f  2 

r-.  r!  M  t    .  «    • 

•     •         3 

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-r  C3  ^^  "^    •  ^-^     ' 

.    .      m 

&» 

^ 

"e           "? 

^MCi^w  s-^  .to    ; 

•  '.    "4 

o 

n 

"i-~wx   :       I 

:   '.     to 

rt 

s 

Tl  o 

■     .        O) 

4 

I'ooir.  tcwcos 

5X         £1 

5  <0        O 

« 

1        ? 

-o 

—  T»  --  S  to  O        - 

-T        Vj 

Q 

'5 

1       S*'~'^ 

""      2 

1    ' 

1    : 

*     1     '     *   tii     *     ^ 

: 

•    V 

'.    '.  u9  >    '•    ' 

.  t 

'•   :  J.'  "  a   •   • 

'.  i 

:    'JE  i-^  to  •    • 

5             Cl     ^     Vi   ■"       •       * 

:I^5S  :  : 

I 

:l 

(     •    c^  w    u    O     •      > 
'     •  >  Ti  O  U.    •  M 

•    V 

't^ 

'  i 

:    :j=-a   1        :13- 

n    Q 

4-) 

0     V 

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J 

.  a 

r^  1     ^      -I" 

U        ^ 

:< 

bu'S       5 

Is 

1    rt 

( 

c 


COLONIAL  AND   LAKE    TRADB. 


497 


The  following  return  exhibits  the  number  of  ships,  nnd  their  Uiiidivgc, 
whicli  entered  iuwnrd  nt  the  port  of  Halifax  during  the  year  1851,  as 
also  the  value  of  imports  l)y  such  vessels,  distinguishing  British  from 
foreign.  This  return  furnishes  a  good  general  idea  of  the  import  trade 
of  Halifax  as  at  present  existing  : 


From  what  countrioa. 


Groat  Itritain 

BritiHli  N.  AinuruMin  coluiiics 

ItritiHli  W(!Ht  IridicH 

United  MtatcH , 

St.  I'iorro , 

Foreign  West  indies 

Hpaiii , 

Purtufral 

Azores 

Ilonjr  Kon^r 

Mexico 

Hollond 

Total 


VobsoIr. 


Number. 


!)7 

528 

101 

2G4 

4 

152 

9 

.'i 

3 

1 

1 

1 


l,lii4 


Tons. 


53,920 

33,051 

ll,3(i(i 

60,284 

216 

14,224 

2,157 

337 

548 

186 

113 

400 


176,802 


Value  of  imports. 


British. 


<|1,482,095 

921,710 

45,075 


2,448,880 


Foreign. 


$193,255 

19,165 

1,450 

938,985 


587,080 

29,555 

20,600 

2,470 

48,425 


5,550 


1,846,535 


Total  value. 


$1,675,350 

940,875 

46,525 

938,985 


587,080 

29,555 

20,600 

2,470 

48,425 


4,295,415 


I 

ll 


T/ic  Coal  Trade. 


Besides  its  staple  export  arising  from  the  fisheries,  the  province  of 
Nova  Scotia  also  sends  abroad  a  very  considerable  (juantity  of  bitu- 
minous coal. 

A  notice  of  the  abundant  mineral  wealth  of  this  colony  is  given  in 
my  t()rmer  report  to  the  Tnvisury  Deparltnent,  publislH-d  by  order  of 
tlie  Senate  ;  but  some  portions  of  this  it  may  hv  necessary  to  repeat  at 
present,  in  order  to  point  out  clearly  the  existing  state  of  llie  coal  trade 
of  Nova  Scotia. 

The  coal  mines  at  present  opened  and  worked  in  this  colonj'  are  four 
in  number.     'I'l'C}'  are  as  t()llows  : 

1st.  The  Albion  mines,  near  Pietou,  on  the  Gulf  of  St.  Lawrence. 

2d  and  .'3d.  The  Sydney  and  Bridgeport  mines,  in  Cape  Breton. 

4lh.  Tlie  Cumberland  mines  at  the'  head  of  the  Bay  of  Fundy. 

Till'  mines  near  I'ictou  are  about  eighty  miles  by  water  liom  the 
western  extremity  of  the  strait  of  Canso,  which  separates  Cape  Breton 
from  Nova  Scotia.  Here  there  are  ten  strata  of  coal ;  the  main  coal 
band  is  thirty-three  feet  in  thickiK^ss,  with  twenty-li)ur  ii'ct  of  good 
eoal.  Out  otthis  only  thirteen  feet  is  fit  for  exportation  ;  tlu>  remaining 
part  is  valuable  l()r  furnaces  and  t()rges. 

In  consecjuence  of  a  general  subsidence  of  the  ground,  to  the  extent 
of  six  fl-et,  ovt!r  all  the  old  workings,  new  j)its  have  recently  been 
opened  at  the  Pietou  mines,  which  are  only  l.'3()  fi-et  deep;  the  main 
coal  band  being  struck  at  a  higher  level  than  in  the  old  pits. 

The  average  cost  of  n)ining  coals  here  is  thirty  cents  per  chaldron  ; 
the  various  expenses  of  the  mines,  engines,   &c.,  increase  the  cost  of 
coals  at  the  pit  mouth  to  sixty-two  and  a  half  cents  per  ton.     The  cost 
32 


I 
1 


V 


i 

,  if  : 

■3  : 


^ 


498 


ANDREWS     REPORT   ON 


of  screening,  Irunsnortiiig  to  the  loaditiflf-ground  by  rnilvvny — n  distnncr 
of"  nine  miles — with  ollu'r  irieidcrilal  cliurges,  iuUIa  seventy-livo  cents 
per  ton  to  the  cost  of  the  conls. 

Tiie  shipping  season  comrnenres  nt  Pi(;tou  about  tin*  first  of  May, 
and  continues  until  the  middle  of  November,  after  which  the  northern 
harbors  of  Nova  Scotia  are  lid/(;n  np. 

At  JMelou,  coals  are  deUvered  byjhc  single  cargo  at  three  dollars 
and  thirty  cents  per  chaldron.  Purchasers  of  one  thousand  chaldrons, 
or  more,  obtain  a  deduction  of  thirty  cents  per  chaldron.  The  slack, 
or  fine  coal,  is  delivered  on  board  at  one  (foliar  and  a  half  per  chal- 
dron, with  a  discount  of  three  per  cent.  f()r  cash  payment. 

The  averiige  weight  of  a  chaldron  of  I'ictou  loal  is  S.-l^jO  pounds. 
The  average  recjuired  in  the  United  States  is  2,U4U  pounds  the  chal- 
dron. 

One  hundred  chaldrons  of  coals,  Pictou  measure,  are  eipinl  to  120 
chaldrons,  Boston  measure.  The  usual  freight  from  l*ictou  to  Boston 
is  $2  70  per  chaKlron,  Boston  measure. 

Pictou  is  in  latitude  45^  41'  north  ;  longitude  62'^  40'  west ;  rise  and 
fall  of  ti(h'  4  to  G  li-et. 

Tlu'  Sydney  coal  field  occupies  the  southeast  portion  of  the  island 
of  Cape  Breton,  and  is  estimated  to  contain  two  hundred  and  fifty 
miles  of  workable  coid.  The  thickness  of  the  coal-bed  worked  at 
Sydney  is  six  feet.  It  is  delivered  on  boird  vessels,  alter  being  trans- 
ported three  miles  by  railway,  to  the  loading-ground,  at  !?•']  (>()  per 
chaldron,  with  the  same  deduction  to  large  purchasers  as  at  Pictou. 
This  coal,  as  a  domestic  fuel,  is  accounted  e(jual  to  the  best  Newcustlc  ; 
it  is  soli,  close-buriiing,  and  highly  bituminous. 

Th(!  Bridgeport  njines  are  fifteen  miles  from  Sydney.  The  coal- 
seam  at  these  mines  is  nine  feet  thick,  and  contains  two  thin  partings 
of  sh:de.  The  (.-oal  is  of  <'xcellent  (piality,  of  the  same  description  us 
at  Sydney,  and  not  at  all  inferior. 

The  coals  from  Cape  Breton  overrun  the  Boston  measure  from  18  to 
20  per  cent. 

Sydney  is  in  latitude  40^  18'  north  ;  longitude  GO^  iY  west ;  rise 
and  fall  of  the  tide  G  feet. 

The  Ciunberland  coal  mines  are  on  the  coast  of  C'hignecto,  which 
forms  the  northeastern  terminalion  of  tin'  IV-iy  of  Kuiidy.  These  mines 
hav<'  been  but  recently  opened.  Tlu^  seam  worked  is  about  f()ur  and 
a  half  feet  iti  thickness.  The  coal  is  bituminous,  but  is  alleged  to  con- 
tain more  sulphur  than  any  other  (leseri[)tion  in  Nova  Scotia. 

The  principal  exportation  of  coals  from  Nova  Si-otia  and  Cape 
Breton  is  to  ports  in  Massachusetts  .and  ]{|iode  Island,  with  a  small 
quant iiy  to  New  York.  Many  American  vessels  in  this  trade,  ('spe- 
ciallv  since  the  change  in  the  navigation  laws,  obtain  freights  fi)r  Nova 
Scotia,  Newf()undland,  the  French  islands  of  St.  J'eter,  i*rine<'  Edward 
island,  and  the  New  Brunswick  {)orts  on  the  (JulfOf  Si.  Lawrence,  and 
load  with  coals  as  their  return  cargo. 

The  inenn  price  of  Sydney  and  Pictou  coal  f()r  the  chaldron,  of  48 
bushels,  weighing  3,750  (nomitially  one  ton  and  a  (piarier)  is  $3  10, 
which  is  e(|ual  to  S2  3'2  per  clialilron  of  ']()  bushels.  The  freight  to 
Boston  is  §52  7.'j  per  chaldron  ;  the  duty  under  the  tariff  of  1840  (tliirty 


t>:,i 


distance 
vc  cents 

of  May, 

northern 

•0  dollars 
■li;ildrons, 
'li(^  slnck, 
per  chal- 

[]  pounds, 
iho  chal- 

ui.l  to  120 
to  Boston 


and 


rise  { 


llie  island 
(1  and  lilty 
worked  at 
einn;  trans- 
$:i  (>0  per 
at  rielou. 
S'ewcastle  ; 

Tlie  coal- 
iu  partings 
tniption  as 


roni 


18  to 


west ;  rise 

;to,  whieh 

icse  mines 

III  tl)ur  and 

m'd  to  con- 

nnd  Cape 
itli  a  small 
rude,  espe- 
is  for  Nova 
(•(•  Edward 
vrencc,  and 

(Iron,  of  48 
i)  is  m  10, 
If  tici^lit  to 
1846  (thirty 


COLONIAL  AND  LAKE  TRADE. 


499 


per  cent,  ad  mlonm)  is  seventy  cents  per  chaldron,  amounting  in  all 
to  $.0  77  per  ehahhon.  To  tin's  must  he  added :  insinane(>,  two  per 
cent.,  and  conniiissioii,  two  and  a  half  per  cent.  Tlie  price  paid  ni 
Uoslon  hy  actual  consumers  for  this  same  coal  is  ahout  «'iglit  dollars 
per  chahiron. 

Anthracite  coal  does  not  exist  in  any  of  the  colonics,  and  they  hid 
fair  to  hecorne  cousuiikms  of  Pennsylvania  anthracite,  the  importation 
of  which  has  alreadv  connnenced,  to  some  extent,  in  New  IJrunswick 
for  steainhoats  and  foundries.  Under  liheral  arrangements  on  holh 
sides,  the  consumption  of  anthracite  coals  would  greatly  increase  in  tluj 
colonies,  and  even  in  Nova  iScotia,  it  heing  ti)r  many  purposes  hetter 
fitted  and  more;  economical  than  the  hituminous  coal  of  that  colony. 

The  f()llowing  return  shows  the  <iuantities  of  co;d,  in  chaldrf)ns, 
shipped  to  tlie  United  Stat(!S  from  the  dillt:rcnt  mines  in  Nova  Scotia, 
in  the  years  1849  and  1850 : 


Yciirs. 

Pictou. 

Syd.iey. 

Jojrgins, 
(Ciiinburland.) 

ToUl. 

Coarse. 

Slack. 

Coarie. 

Slack. 

CoarHo. 

Slack. 

Coarse. 

Slack. 

1849 

4«,812 

.')i,4;)G 

7,110 
(>,!»32 

12,090 
10,79(! 

1,210 
l,f.86 

40.1 
722 

1 

;  gi,:jo5 

(i2,9.''.4 

H  3'>0 

IH.'iO 

8  'tis 

Th(^  foregoing  return  was  furnisiied  hy  the  lion.  S.  Cuiiard,  the 
general  agent  l<>r  all  \\u\  mines  of  Nova  Scotia.  No  return  has  heen 
received  t()r  the  year  18')1  ;  hut  Mr.  ('iiiiard  slates  that  the  (juanlity 
fell  off  ahout  twelve  thousand  chaldrons  in  that  season. 

CAPE    BUKTON. 

This  valuahle  island  is  in  shape  nearly  triangular,  its  shores  in- 
dented with  many  line,  deep  harhors,  and  hroken  with  innumerahle 
coves  and  inlets. 

Cape  lirelon  is  almost  separated  into  two  islands  hy  the  grc^at  inlet 
called  the  Bras  D'Or,  which  enters  on  its  east  side,  fiiciiig  Newtt)un(l- 
land,  hy  two  pa.^sages  hereafter  deserihed,  and  afterwards  spreading  out 
into  a  magnificent  sheet  of  water,  ramifies  in  the  most  singular  manner 
throughout  the  island,  rendering  every  part  of  its  interior  easily  ac- 
cessihle. 

The  liras  D'Or  (or  "  Arm  of  Cold")  creates  two  natural  divisions  in 
Cape  Breton,  which  are  in  striking  eonlrasi;  tlu'  northern  portion  heing 
high,  hold,  and  steep;  while  that  to  the  south  is  low,  intersected  by 
water,  diversified  with  moderatt;  elevations,  and  rises  gradually  from 
its  interior  shore  until  it  presents  ahrupt  clifls  toward  the  Atlantic 
ocean. 

\,Thc  whole  area  of  Cape  Breton  is  estimat(>d  at  2,000,000  of  acres  ; 
its  population  somewhat  exceeds  50,000  souls. 

In  the  southern  division  of  Ca[)e  Breton,  the  highest  land  does  not 
exceed  800  feet ;  but  in  the  northern  divisi(ni  the  highlands  are  higher, 


III 

If 


i    ■ 


I 


■i  , 
■.i 


I! 


iil 


i  li  I 


;  -i 


'«?: 


500 


ANDREWS     REPORT   ON 


bolder,  and  more  continuous,  terminating  at  North  Cape,  wliich  is 
l,(SOO  fbet  in  height,  and  faces  Cape  Ray  on  the  opposite  coast  ofNew- 
tbundhmd.  Between  these  two  capes,  which  arc  48  miles  apart,  is 
the  main  entrance  to  the  Gulf  of  and  river  St.  Lawrence — a  pass  of 
great  importance. 

The  Bras  D'Or  appears  to  liave  been  an  eruption  of  the  ocean, 
caused  by  some  earthcjuake  or  convulsion,  which  admitted  the  water 
within  the  usual  bound.-i'y  of  the  coast.  This  noble  sea-water  lake  is 
50  miles  in  length,  and  its  greatest  breadth  about  20  miles.  The  depth 
of  water  varies  from  12  to  (JO  fathoms,  and  it  is  everywhere  secure  and 
navigable.  Sea-fisheries  of  every  kind  are  carried  on  within  the  Bras 
D'Or  to  a  very  considerable  extent,  as  also  a  salmon  fishery.  (Quan- 
tities of  codfish  and  herrings  are  t.aken  on  this  lake  during  winter 
through  holes  cut  in  the  ice.  The  entrance  to  this  great  sea-lake  is  di- 
vided into  two  passages  by  Boulardrie  island  ;  the  south  passage  is  23 
miles  long,  and  from  a  (piarler  of  a  mile  to  three  miles  wide;  l)ut  it  is 
not  navigable  tor  largt^  vessels,  owing  to  a  bar  at  its  mouth.  The  north 
passage  is  25  miles  long,  from  two  to  three  miles  wide,  with  a  free 
navigation,  and  above  GO  lathoms  of  water.  Th(!  shores  of  ihcse  en- 
trances are  settled  by  Scotch  Highlanders  and  emigrants  from  the 
Hebrides,  who  prosecute  the  fisheries  in  boats  with  much  success. 
These  fisheries  are  most  extensive  and  valuable,  not  exceeded  in  any 
part  of  America;  but,  liom  their  iidand  })osition,  are  at  pr(\s(Mil  wholly 
maccessible  to  our  citizens,  who  have  never  yet  participated  in  tiiem 
in  the  least  degree. 

In  several  of  the  large  bays  connected  with  the  Bras  D'Or,  the  large 
timber  ships  from  England  receive  their  cargoes  at  40  and  (JO  miles 
distance  from  the  sea.  The  timber  is  of  good  size,  luid  of  excellent 
(jualily. 

The  rich  coal  deposiles  of  Cape  Breton  occupy  not  less  than  120 
S(iuare  miles,  all  containing  availal)le  seams  lt)r  working  (»!'  bitiuninous 
coal  of  the  best  (jualily. 

The  extensive  and  varitnl  fisht>ries;  the  rich  d(>posit(\s  of  the  finest 
coal,  with  the  best  iron  ore;  the  superior  (juality  of  th(;  timber,  and  ex- 
traordinary liieilities  and  conveniences  li)r  ship-building ;  the  rar(^  ad- 
vantage ot'  inland  navigation,  bord(;red  by  go(jd  land  lia*  .igrieullnral 
purpose's;  the  exislruee  also  of  abundant  salt  springs,  lofty  cliffs  of  the 
fx'tl  gypsum,  and  the  finest  building  stone  of  all  kinds;  with  the  geo- 
graphical situation  ol"  the  island  as  the  key  of  the  St.  Lawrence,  and 
the  j)ositi()n  which  coninjands  the  (;ntir(!  connnerce  and  fisheries  ol"  the 
northeastern  jxirlion  oi'  North  America — all  eond)ine  to  i(  nder  Cape 
Breton  one  of  the  mijsl  important  and  most  desirahli!  possessions  of 
British  IS'ortli  America. 

Tile  possessi(.'.  of  Cap(;  Breton  is  of  th(Mitmost  consecjuenee  to  Creat 
Britain.  'I'he  naval  power  of  France,  it  is  well  known  and  admitted, 
began  to  d( dine  ii(tni  the  tinu;  that  nation  was  driven  out  of"  the  North 
American  fisheries  by  th(^  eoiKjuest  of  Louisburg. 

It  has  been  said  Ijv  Mr.  .John  MacCregor,  M.  P.,  late  secretary  to 
the  I'xiard  of  Trade,  that  the  possession  of  (Jape;  Breton  would  be  more 
valuable  to  our  jieoplc,  as  a  nation,  than  any  of  the  British  West  India 
islands ;  and  that  if  it  were  once  obtained  by  them  as  a  fishing  station, 


which  is 

t  of  New- 

npjirt,  is 

a  pass  of 

he  ocean, 
tlic  water 
er  lake  is 
LMk;  depth 
ecure  and 
1  the  Bras 
T.     (iuan- 
ing  winter 
lake  is  di- 
sage  is  23 
■ ;  hut  it  is 
The;  north 
m\\\  a  tree 
'  tlu'S(?  en- 
s   (torn  the 
•h  success. 
(lid  in  any 
rnt  wholly 
cd  in  tliem 

r,  tlie  huge 
1(1  ()()  miles 
excellent 

s  than  120 
)iluniinous 

the  linest 
MT,  and  (;x- 
w  rare  ad- 
iiiicullural 
ills  of  the 
ill  the  geo- 
rt  nee,  and 
lies  ol"  the 
iidcr  Cape 
isr^sions  of 

cc  to  Great 
1  admitted, 
the  North 

[ecrelary  to 
Jild  he  more 
IWrsl  India 
ling  station, 


COLONIAL  AND   LAKE    TRADE.  501 

and  a  position  to  command   the    surrounding  seas    and   neighhoring 
coasts,  the  American  navy  might  safhdy  cope  with  that  of  all  Europe. 

By  the  treaty  of  Utrecht,  in  1713,  France  ceded  to  England  the 
country  called  "L'Acadie,"  now  known  as  Nova  Scotia  and  New 
Brunswick,  but  reserved  to  itself  the  "Isle  Royale,"  since  called  Cape 
Breton.  In  order  to  maintain  their  posuion  in  America,  the  French 
took  formal  possession  of  the  harbor  of  Louisburg  soon  after  this  treaty, 
and  in  1720  commenced  there  the  construction  of  the  fortress  of  that 
name,  so  well  known  and  celebrated  in  history.  Upon  this  fortress  the 
French  nation  expended  thirty  millions  of  livres — a  very  large  sum  in 
those  days.  It  was  captured  in  the  most  gallant  and  extraordinary 
manner  by  the  forces  of  New  England,  in  1745,  but  was  restored  to 
France  by  the  treaty  of  Aix-la-Chapelle,  in  1747,  in  return  for  Madras. 
It  was  recaptured  by  the  British  and  colonial  ii)rces  in  1758;  and  after 
the  treaty  of  1763,  by  which  the  French  gave  up  all  their  North  Amer- 
ican |)ossessions  to  England,  the  British  govi>rnment  demolished  the 
fortifications  of  Louisburg,  at  an  expense  of  $50,000,  fearing  they 
might  fall  into  the  hands  of  some  hostile  power.  Since  then  the  fiimous 
liarbor  of  Louisburg  has  been  deserted;  although  previously — during 
its  occupation  by  the  French — it  exported  no  less  than  500,000  quintals 
of  cod  annually,  and  six  hundred  vessels,  of  all  sizes,  were  employed 
in  its  trade  and  lislKM'ies. 

Cape  Breton  was  f()rm.dly  annexed  to  Nova  Scotia,  by  royal  declar- 
ation, in  17G3;  but  in  1784,  a  separate  constitution  was  granted  to  it, 
and  it  remained  under  the  managenjent  of  a  lieutenant  governor,  coun- 
cil, and  assendtly,  until  1820,  when  it  was  re-annexed  to  Nova  Scotia. 

Owing  to  the  returns  of  trade  fiir  Cape  Breton  being  niixeil  up  with 
those  l()r  Nova  Scotia,  it  is  now  difhcult  to  obtain  an  accurate  account 
of  tJM!  value  of  its  products  annually. 

The  j)roducts  ol  the  fisheries  of  Cape  Breton,  in  1847  and  1848, 
were  as  t()llows: 

1847. — Dried   cod 41,3(54  (juintals. 

Sealefish,  dried 14,948 

rickl(>d  fish- 
Mackerel 17,200    barrels. 

Herrings 2,985         " 

Salmon 335         " 

Other  pickled  fish 12,399 

Seal-skins 12,100  in  number. 

Oil  of  all  kinds 415  tuns. 

The  estimated  value  of  the  lltregoing  articles  was  $302,016. 

1848.— I)ri(>d  cod 32,553  (luintals. 

Sealefish,  dried 6,783 

Tickled  fish- 
Mackerel  14,050   barrels. 

Herrings 3,700 

Salmon 295         " 

Other  piekh-d  fish 18,862 

Seal-skins 2,200  in  number. 

Oil  of  all  kinds 543  tuns. 

The  value  of  the  above  estimated  at  $282,772. 


1 


.ii 


1^ 


502 


ANDREWS     REPORT   ON 


There  is  reason  to  believe,  however,  that  the  above  gives  but  an 
imperfect  idea  of  the  extent  of  the  fisheries  at  Cape  Breton.  It  ha» 
been  ascerlained  that,  from  the  portion  of  this  island  within  the  strait 
of  Canso,  the  following  quantities  of  fish  were  exported  in  the  year 


i  I 


!  . 


.  '  (' 


:'5 


Codfish 28,570  quintals. 

Herrings 8,750  barrels. 

Spring  mackerel 51,600       " 

Fall  mackerel 7,670 

No  returns  can  be  procured  from  the  northern  and  western  portions 
of  this  island,  the  fish  caught  near  which  being  generally  carried  direct 
to  market  from  the  fishing-grounds  by  the  fishermen  themselves,  with- 
out reference  to  any  custom-house.  It  has  been  ascertained,  however, 
on  good  authority,  that  the  quantity  of  herrings  and  mackerel  caught 
and  cured  at  Chcticamp,  (the  western  extremity  of  Cape  Breton,)  during 
the  season  of  1851,  was  not  less  than  100,000  barrels. 

It  is  alleged  that  the  banks  in  the  vicinity  of  Cape  Breton  arc  thickly 
covered  with  shell-fish,  and  consequently  are  the  best  feeding-grounds 
for  cod  Ibund  anywhere  in  those  seas ;  hence,  also,  the  superior  quality 
of  the  cod  caught  and  cured  there. 

The  total  (juanlity  of  coals  raised  in  Cape  Breton,  and  sold  during 
the  year  1849,  amounted  to  24,960  chaldrons  (Newcastle  measure)  of 
large  coal  and  11,787  chaldrons  of  fine  coal;  of  this  quantity,  12,090 
chaldrons  of  the  large  coal  and  ],210  chaldrons  of  fine  coal  were 
shipped  to  the  United  States  in  1849;  in  1850  the  quantity  shipped  to 
the  United  States  was  10,796  chaldrons  of  large  coal  and  1,586  chald- 
rons of  fine  coal. 

The  entries  and  clearances  of  trading  and  fishing  vessels  at  Cape 
Breton  in  1850  were  as  follows: 

Inward  in  1850. 


From  what  country. 


At  Ariclmt — 

From  Kngland , 

From  British  roh)iiics  . . 
From  tlie  Unitcii  Status  , 
From  foreign  States.  . . . 


Total 

At  Sydney— 

From  England 

From  British  colonies  . . 
From  the  United  States, 
From  foreign  jiorts 


Total. 


Whole  number  of  vessels  inward. 


Vessels. 


98 


6 
21(i 
104 


Tons. 


.349 
.l.litfi 
8,105 
l,G(i3 


1,859 
21,017 
10,95G 

1,516 


Vessels. 


157 


351 


508 


Tons. 


13,313 


35,348 


48,Gtil 


es  but  an 
I.  It  has 
the  strait 
I  the  year 


n  portions 
ried  direct 
ves,  with- 
,  however, 
rel  caught 
an,)  during 

arc  thickly 
ig-ground3 
■ior  quality 

sold  during 
ncasurc)  of 
ity,  12,090 
coal  were 
shipped  to 
586  chald- 

U  at  Cape 


uteiB. 


Tons. 


157         13,313 


351 


35,348 


MS        48,661 


COLONIAL   AND   LAKE    TRADE. 

Vessels  outward  in  1850. 


350 


To  what  country. 

Vessels. 

Tons. 

Vessels. 

Tons. 

From  Arichat — 

1^<\  Crffint  Rritnin  ......•>•■■>•■•■>•>■•••••••■ 

66 
339 

Tn  RritiRh  rnlnnifs.  .>.>•...>>.......*>»••>>■ 

48 

14 

4 

2,961 

1,283 

633 

To  tlin  ITiiitpfl  Sfatpq. 

Total 

4,877 

From  Sydney — 

To  Great  Britain 

5 
217 

69 

48 

837 

20,615 

6,883 

3,712 

To  the  United  States 

To  fbreif n  States 

Total 

31,591 

Whftlfl  ntiinlipr  of  vpssgIh  outwafd. . . 

405 

36,468 

1 

The  value  of  imports  and  exports  at  Cape  Breton,  in  1850,  is  thus 
stated  in  the  official  returns  made  to  Halifax : 


IMrORTS. 


From  Great  Britain 

From  West  Indies 

From  Britisli  North  America. 
From  otiier  BritiKli  coIonicH. . 

From  United  States 

From  foreign  States 


EXPORTI. 


To  Great  Britain 

To  British  West  Iiuiicw 

To  Britisli  N'ortii  America. 
To  other  British  colonies. . 

To  United  Slates 

To  foreign  States 


Arichat. 


1,;J55 
23,585 
15,695 
43,380 

1,355 


Sydney. 


Total 
value. 


$18,335 
"1*6,860' 


86,945 


38,400 
38,620 
9,650 
35,335 
32,475 


13,645 
1,690 


50,530 


$137,475 


10,8.i0 

2,745 

119,265 


44,470 
7,200 


154,480        184,5.30 


339,010 


It  is  helievod  that  the  foregoing  statements  do  not  give  a  correct 
account  of  the  whole  import  and  export  trade  of  Cap(>  Breton,  as  much 
is  imported  and  sent  away  through  Halifax,  to  and  iiom  wiiich  there  is 
at  all  times  an  <'Xtensive  coasting  trade.  Jiut  suilicient  has  been  stated 
to  show  that  Cape  Jirelon  possesses  a  very  considerable  trade,  which 
might  be  very  largely  increased  with  our  country  under  a  system  of 
free  interchanges,  inasmucii  as  Cape  Breton  greatly  needs,  and  will 
always  conliiuie  to  purchase,  many  products  of  the  (Jnited  States,  the 
quantity  being  limited  solely  by  the  power  of  paying  t()r  them  in  the 


^   \\ 


504 


ANDREWS     REPORT   ON 


produce  of  her  loresls,  mines,  and  fisheries,  the  exports  fi-om  which 
could  be  increased  very  considerable. 


SABLE    ISLAND. 


'\' 


!' 


'i: 


This  low,  sandy  island,  the  scene  of  numerous  and  melancholy  ship- 
wrecks, lies  directly  in  the  track  of  vessels  bound  to  or  from  Europe. 
It  is  about  eighty-five  miles  distant  from  Cape  Canso.  Its  length  is 
about  twenty-five  miles,  by  one  mile  and  a  quarter  in  width,  shaped 
like  a  bow,  and  diminishing  at  either  end  to  an  accumulation  of  loose 
white  sand,  being  little  more  than  a  congeries  of  hard  banks  of  the  same. 
The  sum  of  $4,000  annually  is  devoted  to  keeping  a  superintendent  from 
Nova  Scotia,  with  a  party  of  men,  provided  with  provisions  and  other 
nectssaries,  for  the  purpose  of  relieving  shipwrecked  mariners,  of 
whatever  nation,  who  may  be  cast  upon  its  shores. 

Of  late  years  it  has  been  found  that  mackerel  of  the  finest  quality  can 
be  taken  in  great  abundance,  quite  close  to  tlie  shores  of  Sable  island, 
during  tlie  whole  of  every  fishing  season  ;  and  this  fishing  is  ev(ny  year 
becoming  of  greater  importance.  Several  of  our  enterprising  (ishermen 
have  ibund  their  way  there  of  late,  in  schooners  of  about  ninety  tons, 
and  have  succeeded  very  well. 

By  observations  of  Captain  Bayfield,  R.  N.,  the  well  known  marine 
surveyor,  made  in  the  autumn  of  1851,  the  eastern  extreme  of  this 
island  has  been  found  to  be  in  latitude  43°  fj9'  north,  and  longitude 
59°  45'  50"  west.  Two  miles  of  tlie  w(>st  end  of  the  island  hav(5  been 
washed  away  since  1828.  This  reduction,  and  consequent  addition  to 
the  Western  bar,  is  reported  to  have  been  in  operation  since  J 811,  and 
seems  likely  to  continue.  Tiiere  has  been  no  materi;d  change  in  the 
east  end  oi  tlie  island  within  tlie  meniory  of  any  one  ac(|uaint(nl  with  it. 

The  western  bar  may  be  safely  approached  by  the  lead,  from  any 
direction,  with  common  precaution.  The  length  of  tiu'  northeast  bar, 
it  is  said  by  Captain  Bayfield,  has  been  greatly  exaggerated  ;  but  still, 
it  is  a  most  formidable  d;inger.  Its  real  length  is  Iburleen  miles  only, 
instead  of  twenty-eight,  as  heretof()re  reported.  For  thirteen  miles  from 
the  land  it  has  six  iathoins  of  water,  with  a  line  of  heavy  bn.'akers  in 
bad  weatiier  ;  in  the  fourteenth  mile  there  is  ten  fathoms  of  water,  and 
not  far  from  the  extremity  of  the  bar  170  fatiioms,  so  that  a  vessel  going 
moderately  fast  might  be  on  the  bar  in  a  few  minutes  alter  in  vain 
trying  f()r  soundings. 

Captain  Bayfield  has  recommended  to  the  government  of  Nova 
Scotia  to  establish  a  light-house  on  the  east  end  of  this  island,  and 
measures  are  now  in  progress  f()r  its  erection. 

Sable  island  lies  eighty  miles  to  the  southward  of  Nova  Scotia,  and 
in  the  immediate  vicinity  of  the  gull-stream.  Throughout  nearly  its 
whole  h.'iigth  of  twerity-five  miles,  sabU"  island  is  covered  with  natural 
grass  and  wild  pease,  sustaining  by  its  spontaneous  production,  five 
hundred  head  of"  wild  horses,  and  many  cattle. 

The  Hon.  Mr.  Howe,  prinei[)le  secretary  of  Nova  Scotia,  visited  this 
island  in  1850,  and  n'ported  favorably  as  to  the  extent  and  value  of  the 
fishery  upon  its  coast.  The  superintendent  informed  Mr.  Howe  tliat,  a 
lew  days  before  his  arrival,  the  mackerel  crowded  the  coast  h»  such 


COLONIAL  AND  LAKE  TRADE. 


505 


jm  which 


;holy  ship- 
n  Europe. 
5  length  is 
th,  shaped 
•n  of  loose 
:"  the  same, 
tulent  from 
and  other 
arincrs,  of 

quality  can 
blc  island, 
every  year 
f  fishermen 
liiiety  tons, 

w'u  marine 
me  of  this 
I  longitude 
linve  been 
athhtion  to 
3811,  and 
inge  in  the 
t(Hl  with  it. 
irom  any 
least  bar, 
;  but  still, 
niles  only, 
miles  from 
)reakers  in 
water,  and 
•ssel  g«)ing 
er  in  vain 


numbers  that  they  almost  pressed  each  other  upon  the  sands.  Mr. 
Howe  himself  saw  an  unbroken  shoal,  extending  from  the  landing 
place  for  a  mile,  within  good  seining  distance,  besides  other  shoals  at 
various  points,  indicating  the  presence,  in  the  surrounding  seas,  of 
incalculable  wealth. 

It  is  believed  that  a  good  boat  fishery  for  cod  might  be  carried  on 
here.  Seals  are  numerous  all  around  the  island,  being  very  little  dis- 
turbed. 

Hitherto  the  government  of  Nova  Scotia,  to  which  this  island  belongs, 
has  not  permitted  any  fishing  establishments  to  be  set  up  upon  it.  It 
has  been  feared  that  discipline  would  not  be  maintained  at  tlie  govern- 
ment establishment  f()r  the  relief  of  shipwrecked  mariners,  if  persons 
not  under  the  control  of  the  superintendent  were  allowed  to  land  upon 
the  island,  and  that  the  obligations  of  humanity  might  be  disregarded 
by  mere  voluntary  settlers,  or  that  the  temptation  to  plunder  tin;  unfor- 
tunate might  prove  too  strong  to  be  resisted  by  such  a  population  when 
the  hand  of  authority  was  withdrawn. 

The  natives  of  Nantucket,*  if  permitted,  would  soon  build  havens 
imd  breakwaters  at  Sable  island,  and  make  what  is  now  but  a  dreaded 
sand  bank  amid  the  solitudes  of  the  ocean,  a  cultivated  centre  of 
mechanical  and  maritime  industry;  and,  as  population  increased,  em- 
])loyment  would  be  liiund  for  the  iiardy  raee  which  this  stern  nursery 
wouUl  t()ster  and  train,  to  draw  wealth  from  tlie  deep. 


•  A  writer  in  that  valiiablo  work,  Hunt's  Mercliant's  Magazine,  thus  describes  Nantucket, 
wliich,  in  many  rcKpocts,  iH  very  Niniilar  to  Sable  iHland  : 

"  Nantickkt — A  HUiall  crescent  of  pebbly  soil,  just  liflinjj  itself  above  the  love)  of  the  ocean, 
surrouiuled  by  a  belt  of  roaring  breakers,  and  destitute  of  all  shelter  from  the  stormy  blasts 
which  sweep  over  it,  there  is  nothing  about  it  '  but  doth  sutler  a  sea  change.'  Its  inhaliitantB 
know  hardly  anything  but  of  the  sea  and  sky.  Rocks,  mountains,  trees,  and  rivers,  and  the 
bright  verdure  of  the  earth,  are  names  only  to  them,  which  have  no  particuhir  significance. 
They  read  of  these  as  other  people  road  of  angels  and  demi-gods.  There  may  be  such  tilings, 
or  there  may  not.  Ihif,  dreary  and  desolate  as  their  island  may  seem  to  others,  it  realizes 
their  ideal  of  what  the  world  should  be;  and  probably  they  dream  that  Paradise  is  just  such 
another  place — a  duplicate  island,  whore  every  wind  that  blows  wafts  the  spray  of  tlie  sea  in 
their  faces!" 


1^ 


1    ■'! 


It  of  Nova 
island,  and 

?eotia,  and 

nearly  its 

'ith  natural 

iction,  five 


visited  this 
alue  of  the 
[)we  tliat,  a 
ast  in  such 


COLONIAL   AND   LAKE    TRADE. 


507 


PART  VIII. 


THE  ISLAND  COLONY  OF  NEWFOUNDLAND,  INCLUDING 

LABRADOR. 


In  order  that  a  correct  opinion  may  bo  formed  as  to  tlic  natural  re- 
sources and  capabilities  of  tlio  island  of  Newfoundland,  and  tlic  value 
of  its  fisheries,  it  will  be  necessary  to  give  a  brief  notice  of  the  geo- 
graphical position  and  physical  conffirmation  of  that  island.  A  brief 
description  will  also  be  given  of  the  Labrador  coast,  which  now  tbrms 
part  ol'the  government  of  this  colony. 

Nevvlbundland  lies  on  the  northeast  side  of  the  entrance  into  the  Gulf 
of  St.  Lawrence.  J'rom  Canada  it  is  separated  by  the  Gulf;  its  south- 
west point  approaches  Cape  Breton  within  about  46  miles  ;  to  the 
north  and  nortliwest  are  the  shores  of  Labrador,  liom  wliicii  it  is  divided 
by  the  Strait  of  Belleisle ;  its  eastern  side  is  washed  by  the  Atlantic 
ocean.  Its  form  is  somewhat  triangular,  but  without  any  approach  to 
regularity,  each  of  its  sides  being  broken  into  numerous  bays,  harbors, 
creeks,  and  estuaries.  Its  circuit  is  not  much  less  than  one  thousand 
miles.  Its  width  at  the  widest  part  between  Cape  Ray  and  Cape 
Bonavista  is  about  300  miles;  its  extreme  length  from  Cape  Race  to 
Griguet  bay  is  about  li)ur  hundred  and  nineteen  miles,  measured  on  a 
curv(!  through  the  centre;  of  the  island. 

From  th(i  sea,  Newli)undland  has  a  wild  and  sterile  appearance, 
which  is  anything  but  inviting.  Its  general  character  is  that  of  a  rugged, 
and,  f()r  the  most  part,  a  barren  com.  ry.  Hills  and  valleys  continually 
succeed  each  other,  the  l<)rmer  never  rising  into  mountains,  and  the 
latter  rarely  expanding  into  plains. 

The  hills  are  oi"  various  characters,  forming  sometimes  long  llat- 
topped  ridges,  ami  bcMiig  occasionally  round  and  isolated,  with  sharp 
peaks  and  craggy  preeipcies.  The  valleys  also  vary  irom  gently  slop- 
ing de[)ressions  to  rugged  and  abrupt  lavines.  The  sea-eliils  are  tor 
the  most  part  bold  and  lofty,  with  deep  wal  t  close  at  their  ti)ot.  Great 
boulders,  or  loose  rocks,  scattered  over  ihe  country,  increase  the  general 
roughness  of  its  .•ippearance  and  character.  This  uneven  surface  is 
covered  by  three  diflerent  kinils  of  vegetation,  forming  districts,  to 
which  the  names  of  "woods,"  "marshes,"  and  "barrens,"  are  respcct- 
ivelv  assigned. 

The  whole  occupy  imlitterently  the  sides,  and  even  the  sumn^'  of 
the  hills,  the  vaUeys,  and  the  lower  lands.  They  are  generally  i  und, 
however,  ch)lhiiig  the  sid(\s  of  hills,  or  the  slopes  of  valleys,  or  wherever 
there  is  any  drainage  t()r  the  surplus  water.  For  the  same  reason, 
probably,  they  occur  in  greatest  abundance  in  the  vicinity  of  the  sea- 
coast,  around  the  lakes,  and  near  the  rivers,  if  the  soil  and  other  cir- 
cumstances be  also  favorable. 


I  1 

HI  I 


I 


I 


608 


ANDREWS     REPOBT   ON 


'.       ! 


Tlio  tiTPs  of  Novvfi^iindliind  consist  prinri|Killy  of  pine,  sprucp,  fir, 
I'lrcli,  (or  liiickmatnc,)  and  I)ircli ;  in  some  districts  the  nriountain  ash, 
the  alder,  the;  aspen,  and  a  finv  others,  are  also  found.  The  character 
of  the  timber  varies  greatly,  according  to  the  nature  of  the  sub-soil  and 
the  situation.  In  some  parts,  where  the  woods  have  been  undisturbed 
by  the  axe,  trees  of  fiir  girth  and  height  may  be  l()und.  These,  how- 
ever, are  scattered,  or  occur  only  in  small  groups.  Most  of  the  wood 
is  of  small  and  stunted  growth,  consisting  chiefly  of  fir  trees,  from 
twenty  to  thirty  feet  in  height,  and  about  three  or  four  inches  in  dia- 
meter. These  commonly  grow  so  close  together  that  thi'ir  twigs  and 
branches  interlace  from  toj)  to  bottom,  and  lying  indiscriminately 
among  I  hem  are  innumerable  old  and  rotten  stumps  and  branches,  or 
newly-fdien  trees.  These,  with  the  young  shoots  and  brush-wood, 
form  n  tangled  and  often  impenetrable  thicket. 

Embosomed  in  the  woods,  and  covering  the  valleys  and  lower  lands, 
arc  found  open  tracts,  which  are  called  "marshes."  These  marshes 
an>  not  necessarilv  low  or  even  level  land,  but  are  frecjnently  at  a  con- 
siderable height  above  the  sea,  and  have  often  an  unchdated  surface. 
They  are  open  tracts,  covered  with  moss,  sometimes  to  the  de|)th  of 
sevm-al  teet.  This  moss  is  grc(>n,  soft,  and  spungy;  it  is  bound  to- 
gether by  straggling  grass,  and  various  marsh  |)lanls.  The  surface  is 
very  uneven,  abounding  in  little  hillocks  and  holes,  the  to|)s  of  the  hil- 
locks having  often  dry,  crisp  moss  upon  them.  A  boulder  or  small 
crag  of  rock  occasionallv  protrudes,  covered  with  red  or  white  liciiens, 
an(l  h«>re  and  there  is  a  bank,  on  which  the  moss  has  become  dry  and 
3'ellow.  The  contrast  of  these  colors  witli  the  dark  velvety  green  of 
the  W(>t  moss,  otien  gives  a  peculiarly  rich  appearance  to  the  marshes. 
This  thii'k  coating  of  moss  is  precisely  like  a  great  spongt>  spread  over 
the  countr}-.  At  the  melting  of  the  snow  in  the  spring  it  becomes 
thoroughly  saturated  with  water,  which  it  long  retains,  and  which 
ever}'  shower  of  rain  continually  renews.  Numerous  small  holes  and 
pools  of  water,  and  in  the  low(>r  parts,  small  sluggish  brooks  or  gulleys, 
are  met  with  in  these  tracts ;  but  the  extreme  wetness  of  the  marshes 
is  du(^  almost  entirely  to  the  spungy  nature  of  the  moss,  the  slope  of 
the  ground  being  always  nearly  suffici<'nt  f()r  surface  draitiage  ;  and 
when  the  moss  is  stripped  oH',  dry  ground  or  bare  rock  is  generally 
found  beneath. 

The  "barrens"  of  Newfoundland  are  those  districts  which  occupy 
the  sunmiits  of  the  hills  and  ridges,  and  other  elevated  and  exposed 
tracts.  They  arc  covered  with  a  thin  and  scrubby  vegetation,  consist- 
ing of  berry-bearing  plants  and  dwarf  bushes  of  various  sorts,  liare 
patches  of  gravel  and  boulders,  and  crumbling  fragments  of  rock,  are 
frequently  met  with  upon  the  "barrens,"  which  generally  are  altogether 
destitute  of  vegetable  soil. 

These  difU'rent  tracts  are  none;  of  them  of  any  great  extent ;  woods, 
marshes,  and  barrens  freciuently  alternating  with  each  oth«T  in  the 
course  of  a  day's  journey. 

In  describing  the  general  features  of  the  country  one  of  the  most  re- 
markable iruist  not  be  omitted,  namely,  the  immense  abundance  of 
lakes  of  all  sizes,  which  are  indiscriminately  called  "ponds."  These 
are  found  everywhere,  over  the  whole  fiice  of  the  country,  not  only  in 


COLONIAL   AND   LAKE    TRADE. 


509 


uco,  fir, 
iiin  ash, 
[)!inu;t(;r 
soil  iitid 
isturhcd 
?o,  liow- 
lu>  wood 
(\s,  Iroin 
s  in  diii- 
.vigs  and 
miiiaU'ly 
[icIk^s,  or 
sh-WDod, 

'or  lands, 

marshes 
ill  a  con- 
l  siirfiic'O. 

(h-plli  of 
lound  lo- 
surlacc  is 
>f  ilif  hil- 

or  small 
Lc  liclions, 
,.  (Irv  and 
V  irrt'cn  ot 

marshes. 

Lrcad  over 

It  l)('('om(^s 

nd   wliich 

hoU'S  and 

»r  gulU'VS, 

marslics 

lO  slope  of 

|iafje  ;  and 

generally 

l-h  oeeupy 
Id  exposed 
|n,  consist- 

rts.  Bare 
rock,  are 

[altogether 

It;  woods, 
lier  in  the 

le  most  re- 
Indanee  ot 
1"  These 
liot  only  in 


the  Vfdlej's  but  on  the  higher  lands,  and  even  in  the  liollows  of  the 
summits  of  the  ridges,  and  the  very  tops  of  the  hills. 

They  vary  in  siz(^  from  pools  of  filty  yards  i:i  diameter  to  hikes  up- 
wards of  thirty  miles  long,  and  t()nr  or  fiv(!  miles  across.  The  numher 
of  those  which  exceed  two  miles  in  (extent  nmst,  on  tin;  whole,  amount 
to  several  hundreds,  while  those  of  .mailer  size  are  absolutely  count- 
less. 

Taken  in  connexion  with  this  remarkable  abundance  of  lakes,  the 
total  absence  of  anything  that  can  be  called  a  navigabh;  river  is  at  first 
sight  (juite  anomalous.  The  broken  and  gen(Mally  undulated  character 
of  the  country  is  no  doubt  ou(^  cause  of  the  absence  of  large  rivers. 
Each  poiid,  or  small  set  of  ponds,  communicates  with  a,  valley  of  its 
own,  down  which  it  sends  an  insignilicanl  brook,  that  pursues  the 
nearest  eoursi!  to  tlu;  s(ja.  The  chiet"  cause,  however,  both  of  the  vast 
abundance  of  j)on(ls  and  the  genera]  scantiness  of  the  brooks,  and 
smallu(>ss  of  the  extent  of  each  system  of  drainage,  is  to  be  t()un(l  in 
the  great  coating  of  moss  that  is  spread  over  the  country.  On  any 
great  accession  of  moisture,  either  from  rain  or  melted  snow,  the  chief 
pf)rtion  is  absorbed  by  this  large  sponge  ;  tin;  remainder  (ills  the  numer- 
ous ponds  to  th(^  hrink,  while  only  some  portion  of  the  latter  ruus  oft' 
by  the  brot)ks.  Great  periodical  Hoods,  which  would  sweep  out  and 
deepen  the  river  channels,  are  almost  im])(tssil)le  ;  while  the  rivers  have 
not  power  at  any  time  to  breach  the  harriers  between  them,  and  unite 
their  wat(>rs.  In  dry  wc;allier,  when  tiom  evaporation  and  drainage 
the  pcttids  begin  to  shrink,  they  are  su[)plied  by  the  slow  and  gradual 
(Ir.iii.age  of  iIk;  marshes,  where  the  water  has  been  ke])t  as  in  a  reser- 
voir, to  b(^  given  off  when  re(|uire<l. 

The  (juantity  of  ground  covered  by  (resh  water  in  Newl()undlaiul  has 
been  estimated,  by  those  aciiuainted  with  the  country,  at  one-third 
of  the  whole  island,  and  this  li.rg(^  proportion  will  not  probably  be 
litund  an  exa^mration.  The  area  oi  iNewli)undland  is  estimated  i 
i.'3,( 1 10,000  acres. 


at 


LABRADOR. 

Of  the  coast  of  Labrador  less  is  known  than  of  the  island  of  New- 
Ibuiidland,  to  the  government  of  which  it  was  re-annexed  in  1808, 
having  lor  sometime  previously  been  under  the  jurisdiction  of  Caiuida. 
It  may  b(>  said  to  extend  Irom  the  lilii(>th  to  the  sixty-lirst  degree  of 
north  laliludt^  and  from  longitude  50^  west,  on  tlu'  Atlantic,  to  78^, 
on  Hudson's  hay.  It  has  a  seacoast  of  about  JOO  miles,  and  is  i'rc- 
queiited,  during  the  summer  season,  by  more  than  20,l>00  pc^rsons. 

This  vast  country,  ecpial  in  extinit  to  France,  Spain  and  CJerniany, 
has  a  resident  jiopulation  of  between  8,000  and  10,000  souls,  including 
the  Ks(piimaux  aiul  Moravians. 

The  climate  is  very  severe,  and  the  sr.mraer  of  exceedingly  short 
duration.  It  is  beli(>ved  that  the  mean  temperature  of  the  year  does 
not  exceed  the  freezing-point.  Tiio  ice  does  not  usually  leave  the  coast 
l)el<)re  .Iuik;  ;  and  young  ice  begins  to  lt)rm  again  on  the  pools  and 
sheltered  small  bays  in  September,  when  frosts  are  very  liecjucnt  at 
night.     Situate  in  a  severe  and  gloomy  climate,  and  producing  nothing 


)    v: 


i  I 

I      ll 
I      'If 


610 


ANDREWS     REPORT  ON 


i 


^1 


i    < 


|v 


IPs; 


111 


;  :■  I 


I  ; 


ihfit  cm  support  humnn  lifo,  this  is  one  of  the  most  barren  niul  desolate 
countries  in  the  world.  But,  as  it"  in  comnrnsation  lor  the  stcrihty  ot" 
the  land,  the  sea  in  its  vicinity  teems  with  lisli.  There  would  be  little 
inducement  to  visit  the  desolate  cojist  of  Labrador  but  i<)r  its  most 
vahiabh?  and  prolific  fisheries,  which  excite  the  enterprist;  and  reward 
the  industry  of  thousands  of  hardy  adventurers  who  annually  visit  its 
rugg(>d  shores. 

In  general,  the  main  land  does  not  exceed  the  height  of  five  hundred 
feet  ahove  the  level  of  the  sea,  and  is  often  much  lower,  as  are  all  the 
islamls,  exce])ting  CJreat  and  Little  Mecatina.  The  main  land  and 
islands  are  of  granitic  rock,  bare  of  trees,  excepting  at  the  heads  of 
b;iys,  where  small  spruce  and  birch  trees  an;  met  with  occasionally. 
When  not  entirely  bare,  the  main  land  and  islands  are  covered  with 
moss  or  scrubby  spruce  bushes;  and  there  are  many  ponds  of  dark 
bog-water,  lieciuented  by  water-fowl  and  Mocks  ot"  the  Labrador 
curlew. 

The  main  land  is  broken  into  irdets  and  bays,  and  fringed  with 
islands,  rocks,  and  ledges,  which  f"re(juently  rise  abruptly  to  within  a 
few  feet  of  the  surface,  f"rom  depths  so  great  as  to  afl()rd  no  warning  by 
the  lead.  In  some  j)arts,  the  islands  and  rocks  are  so  numerous  us  to 
form  a  complete  lahyrinth,  in  which  nothing  but  small  egging  schooncrH 
or  shallops  can  find  their  way. 

IJut  allhougli  the  navigation  is  everywhere  more  or  less  intricate,  yet 
there  are  several  harbors  tit  f(>r  large  v(!s.sels,  which  may  be  safely 
entered,  with  proper  charts  and  sailing  directions. 

The  Strait  of  Belleisle,  which  separates  Newf()nndland  from  Labra- 
dor, is  about  fifty  miles  long,  and  tw«>lve  l)road.  It  is  deep,  but  is  not 
considered  a  safe  passag(^  usually,  owing  to  the  strong  current  which 
sets  ihroNgh  it,  and  the  want  of  harbors.  There  are  no  harbors  on  that 
part  tA'  the  Newfijundland  coast  which  faces  thi3  strait ;  and  those  on 
the  Labrador  coast  are  not  considered  safe,  except  the  havens  near  the 
northern  and  southern  extremities  of  the  strait. 

During  th(>  winter  meaths  the  resident  population  of  Labrador  does 
not  exceed  eight  hunilred  souls  of  European  descent.  Many  of"  the 
while  men  have  intermarried  with  the  Indians.  The  few  widely-scat- 
tered families  reside  at  the  establishments  f()r  seal  and  salmon-fishing, 
and  ii)r  f"ur-tr;iding.  Seals  and  salmon  are  very  plentiful  ;  the  latter  are 
of  a  larger  and  belter  description  than  those  taken  on  the  coast  of"  New- 
foundland. 

The  furs  of  Labrador  are  very  valuable.  There  are  fi)ur  kinds  of 
foxes;  with  otters,  sables,  beavers,  lynxes,  black  and  while  bears, 
wolves,  deer,  (caribou,)  ermine,  hares,  and  sev(Tal  other  small  animals, 
all  bearing  fur  of  the  best  description.  The  Canadian  partridge,  and 
the  ])iarmigan,  or  willow  grouse,  are  also  i)lentif"ul. 

A  muuber  of  small  schooners  or  shallops,  of"  about  twenty-five  tons, 
are  employed  in  what  is  termed  the  "  «\gging  business."  The  i^ggs 
that  are'  most  abundant  and  most  prized  are  those  of  the  murr;  bul  llie 
eggs  of"  puffins,  gannels,  gulls,  eider  ducks,  and  cormorants,  are  also 
collected,  llaliliix  is  the  principal  market  for  th(;seeggs,  but  lliey  have 
been  also  carried  to  Boston,  and  other  ports.  One;  vessel  of  25  ions  is 
said  to  have  cleared  $800  by  this  egging  business  in  a  favorable  season. 


COLONIAL   AND   LAKE    TRADE. 


611 


{IcHolate 
crility  of 
I  bo  little 

its  most 
[1  rnwiird 
r  visit  its 

I  hundred 
re  all  the 
liind  and 
iicads  ol' 
jisionally. 
creel  with 
[S  of  dark 
Labrador 

nged  with 
I  witliin  a 
/arning  by 
'lous  as  to 
schooncrH 

Lricato,  yet 
I  be  safely 

om  Labra- 
but  is  not 

rent  which 

)()rs  on  that 
I  those  on 

IS  near  the 

lador  does 
my  of  the 

idely-scat- 
)ii-tishing, 
latter  are 

St  of  New- 

ur  kinds  of 
lite  bears, 
ill  animals, 
ridj-'e,  and 


y-' 


-five  tons, 
The  eggs 
r;  but  the 
;,  are  also 
t  iliey  have 
'  25  tons  is 
ble  season. 


THE    COD-FISHERV. 

In  Newfoundland  the  term  "  fish  "  is  generally  undersnxid  to  mean 
codfi.^h,  that  Ix-ing  tlu;  great  staphs  of  tlu;  island.  Every  other  deserip- 
tion  of  fish  is  designated  by  its  particadar  name. 

The  c()d-(isliery  is  either  prosecuted  in  large  vessels  in  the  open  sen, 
upon  the  (jratul  Bank  of  Newt()undland,  or  else  in  boats  or  shallops 
near  the  coast  of  the  island ;  and  these  modes  of  fishing  are  respect- 
ively designated  the  "bank  fishery,"  and  the  "shore  fishery." 

II..!  Cirand  Bank  is  th(!  most  extensive  sub-marine  elevation  yei 
discovered.  It  is  about  six  hundred  miles  in  length,  and  in  some 
places  five  degrees,  or  two  hundred  miles,  in  breadth.  The  soundings 
on  it  are  from  twenty-five  to  ninety-live  titthoms.  The  bottom  is  gen- 
erally covered  with  shell-fish.  It  is  fi-e(]U(>nted  by  immense  shoals  of 
small  fish,  most  of  which  serve  as  UmkI  t()r  the  cod.  Wher(;  th(>  bottom 
is  i)rincipally  of  sand,  and  the  depth  of  water  about  thirty  fathoms, 
cod  are  t()und  in  greatt'st  plenty;  on  a  umddy  f>ottom  cod  are  not  nu- 
merous. The  best  fishing  grounds  on  tiie  Cirand  Bank  are  between 
latitude  42°  and  40°. 

Those  perpetual  fi)gs  which  hang  over  the  Banks,  and  hover  near  the 
southern  and  eastern  portions  of  the  coast  of  Newfoundland,  are  sup- 
posed to  be  caused  by  the  tropical  waters,  swept  onward  by  the  fiulf 
steam,  meeting  with  the  icy  waters  carried  down  by  the  inlluence  of 
the  northerly  and  westerly  winds  from  tin;  I'olar  seas.  This  meeting 
takes  place  o..  the  (jrand  Jiank.  The  difierenee  in  the  temjjerature  of 
the  opposing  currents,  and  in  their  acconipanying  atmo.s[)lieres,  pro- 
duces both  evaporation  and  condensation,  and  hence  the  continual  tog. 

Tlu^  cod-lisliery  on  the  (Jrand  liank  begtm  a  few  years  after  the 
discovery  of  Newioundland.  in  IfjO^,  mention  is  made  of  several 
Portuguese  vessels  having  connneiiced  this  great  fishery.  In  1517, 
when  th(^  first  English  fishing  vessels  ap})earcd  on  the  Banks,  there 
•were  then  on  the  fishing  ground  no  less  than  fifty  J^panish,  French, 
and  Portuguese  ships,  engaged  in  tla;  fisheries. 

Th(!  great  value  of  this  fishery  was  not  fully  appreciated  by  the 
English  until  about  KiKS.  In  twelve  years  after,  liiere  were  no  less 
than  one  hundretl  and  fifty  vessels  from  Devonshire  alone  engaged  in 
it.  At  that  period  England  b(\<>:an  to  supj)ly  the  Spanish  and  Italian 
markets,  and  then  a  rivalry  in  the  fishery  sprang  up  between  the  Eng- 
lish and  French.  Its  importance  to  England  was  manifested  by  the 
various  acts  of  Parliament  which  were  passed,  and  the  measures 
adopted  fi)r  its  regulation  and  protection.  Ships  of  war  were  sent 
to  convey  the  British  fishing  vessels,  and  protect  them  while  prosecu- 
ting the  fishery.  In  1()7G,  some  of  the  large  vessels  engaged  in  the 
Bank  fishery  crarried  twenty  guns,  eighteen  small  boats,  and  from 
ninety  to  oiu;  hunilred  men.  This  arose  from  the  hostile  position  as- 
sumed by  Franc(!  with  retl'renee  to  tiiis  fishery.  The  English  fisher- 
men had  nnich  aimoyance  and  trouble  from  those  of  France;  notwith- 
standing which,  the  British  Bank  fishery  continued  to  prosper. 

Owing  to  the  confusion  created  by  the  French  revolution  of  1792, 
tlaiir  bounties  on  the  Newl()un(lland  fisheries  W(Me  discontinued,  and 
diey  imnjcdiately  fell  oil"  greatly.     In  1777,  no  less  than  20,UU0  French 


i: 


!■.:      S 


li 


5J2 


ANDREWS     nEPORT   ON 


'^; 


sonmrn  won  rmploycd  in  tlir  Ncwloutidhind  fislirrirs ;  hut  thai  num- 
htT  (Iwiiidlrd  down  to  ;},;}!)7  in  171)3. 

From  17{)-J  to  1814,  the  IJriiish  lishrry  at  N('w(i)undland  pn)Hj)cr<'d 
UfiTjitly.  'I'lir  nrico  in  li)roi;;ii  inarkt'is  was  very  liiu;h,  and  dm  vahie 
of  lisli  ('xi)oitc(i  lioin  Ncvvtuiindland  in  1814  was  (\stiinatc<l  at  lu.'arly 
iittccn  millions  of  dollars. 

At  that  time  the  western  and  sondierii  "shore"  fishery  sj)rMnj;  into 
imj)ortanee,  and  ollered  stron;j[er  indncetnents  (()r  its  pursuit  hy  th(!  iti- 
haoitants  of  Newli)undlaiid  than  the  JJank  fishery.  The  latter  was  then 
cliiefly  carried  on  lioni  St.  John,  and  to  a  firnited  extent  from  Bay 
Hulls,  (.'apc^  JJroyle,  Terniense,  Kenews,  and 'I'repassy.  It  was  prose- 
cuted hy  parlies  from  the  west  of  Kngland,  who  wtTC  the  last  to 
abandon  it.  Their  "hankers,"  ns  vessels  which  fish  on  the  (Jrand  Bank 
ore  termed,  generally  carried  twcdve  men,  whose  <;ateli  for  the  season 
was  ahoul  one  thousand  (juintals  of  cod;  yielding,  also,  about  four  tons 
of"  oil  from  their  livers. 

After  the  peace  of  1814,  the  Itritish  Newf()un(lland  fisheries  sudderdy 
declined,  owing  to  the  competition  which  sprung  up  with  liie  French 
fishermt'n,  luid  our  own  citizens  engjigcd  in  the  busiiiess.  Many  of  the 
chief"  merchanls  r)f  NewliMuidland  engag 'd  in  the  trad(>,  as  also  num- 
bers of  the  principal  fishermen,  were  wliolly  ruined ;  and  it  is  stated, 
on  good  Mulliority,  that  i)ills  of"  exchange  on  England,  to  the  extent  of 
one  million  of  pounds  sterling,  were  returned  protested  in  the  years 
181.'3,  181(5,  and  1817.  So  great  was  tli(>  extent  of  \\u'  depression  in 
the  liritisn  fishi'ri<'S  of"  Nowii)undland,  that  it  was  at  one  time  proposed 
(o  remove  llic  settled  population  from  the  island.  This,  liowevcT,  was 
not  carried  out,  temporary  measures  being  adopted  to  relieve  the  pres- 
ure  which  bore  with  such  excessive  severity  upon  the  staph;  trade  of" 
the  country. 

The  bounties  granted  by  France  W(M"«'  higher  even  then  than  at  pres- 
ent, and  were  so  iuranged  as  to  exclude  all  fish  of  liritish  cat(!h  from 
the  French,  Spanish,  and  Italian  markets.  The  cllrct  of  this  has  been 
to  break  up  tli(;  fishery  on  the  Clrand  liank  by  British  vessels,  alto- 
gether; and  that  fisluM^v  is  now  prosecuted  solely  l)y  the  v(\ssels  of 
France  and  of" the  United  States,  under  the  stimulus  ot  bounties,  which 
have  never  been  given  to  this  fishery  by  the  Britisli. 


TIIU    HilOItE    KISilEHY. 


The  irdiabitants  of  Newli)utidl;md  prosecute  the  shore  fishery  f()r  eod 
in  boats,  shallops,  and  schooners,  aceoiding  to  the  ability  of  those;  who 
fit  tliern  out.  In  the  small  boats  the  fishery  is  pursued  on  the  coast  by 
the  poorer  portion  of  the  inhabitants,  who  generally  abandon  it  fiir  the 
large-boat  fisher}'  so  soon  as  they  accpiire  suflicient  means.  In  the 
small  boats  the  peoj)le  are  eontined  to  their  innnediate  localities,  whether 
th(!  fishing  is  good  or  bad  :  with  the  larger  boats  they  can  avail  them- 
selves of  such  of  the  fishing  grounds  us  offer  the  greatest  induce- 
ments. 

A  (air  average  catch  fJ^r  small  boats  is  from  forty  to  fifty  (juintals  per 
man  f()r  each  season  ;  f()r  the  large  l)oats,  from  eighty  to  one  hundred 
quintals  per  man.     The  ex])cnse  of"  the  large  boats  is  about  fifty  per 


J' 
<• 

k( 


lal  num- 

Hi  neiirly 

rung  into 
)y  lli(!  in- 
wiis  llicn 
li-oin  Buy 
viis  {)n)SO- 
iic   lust  to 
iind  Bioik 
ili(>  season 
t  lour  tons 

3  suildrnW 
lie  Fn-ncli 
liiny  of  the 
also  iiuni- 
it  is  slaU'il,_ 
10  extent  ol* 
u  the  years 
'pression  in 
i(«  jiroposetl 
wevor,  was 
,'(«  the  pres- 
ple,  trade  of 

lan  al  prt^s- 
cateli  from 
Ills  lias  been 
l,.ssels,  alto- 
|-  vc^ssels  of 
nties,  which 


icry  l<>i-  cod 
If  those;  who 
(the  coast  by 
Ion  it  for  the 
jiiis.  In  the 
lien,  whetlier 
avail  ihetn- 

It-st    induce- 

(juinlals  per 
■one  hunched 
l)out  lifty  per 


COLONIAL  AND  LAKE  TRADE. 


513 


ornt.  beyond  that  of  the  otliers.     In  the  small  boats  there  arc  two  men 
only,  ntid  sometimes  but  one  ;  in  the  large  boats,  t()ur  to  six  men. 

At  most  of  the  fishing  stations  on  the  <'oast  of  NewliiMndlaiid  the 
cod-lisliery  commeiuM-s  early  in  June,  and  by  the  lOili  of  August  may 
bo  said  to  be  over,  f()r,  although  the  peo|)le  eontiiuK^  it  l()r  two  months 
longer,  the  f)roeeeds  sometimes  fail  to  pay  even  the  expenses.  The 
WaiU  of  other  employment  is  the  |)rineipal  reason  why  it  is  not  abat\- 
doiicd  in  August.  On  sonu;  [)arls  of  tlu;  coast,  however,  the  coil-lish- 
ery  is  pursued  with  much  suceoss  during  the  whole  year. 

The  small  boats  land  their  catch  every  night,  when  llie  fish  are  s|ilit 
and  salted  on  shore.  The  large  boats,  when  fishing  near  home,  gene- 
rally land  their  eateh  and  salt  it  in  tho  same  way;  but  when  at  a  dis- 
tance from  home  th(>y  split  and  salt  on  board  lioin  day  to  day,  until 
they  have  completed  their  fare.  Kour  times  the  (luantily  of  split  fish, 
as  compared  with  the  article  wlii'ii  caught,  may  be  slowed  in  tiie  same 
space. 

'I'he  "shore  fishery"  is  the  most  produetiv*',  both  of  merchantable 
fish  and  oil. 

The  cod-fishery  being  generally  the  most  certain  in  its  residls,  has 
hitherto  bccMi  fi)llowed  as  the  staph;  and  prevailing  fishery  at  i\ew- 
li)UH(llatid ;  while  the  seal,  the  herring,  the  salmon,  the  mackerel,  and 
the  whale  fisheries,  have  been  prosecuted  but  a  I'omparaiively  short 
time,  and  to  a  limited  extent,  in  those  loealilic  s  when;  they  were  first 
commenced.  They  are  considered  of  s«ich  minor  im|)ortauee  (with  the 
exception  of  the  seal-lishciy)  that  no  pi  rmanent  ai  rangenieiits  havi^  yd 
bct.'U  made  tiir  their  development  throughout  the  whole  fishing  seas(»n. 

THH    UrCRRTNO    I'ISHKRY. 

(treat  shoals  of  herrings  visit  the  coasts  of  Newfoundland  in  the 
early  part  of"  ever}'  season  to  depositc  their  spawn,  when  u  sullicient 
quaiilily  l<»r  bait  only  is  t  ken  by  thi;  resident  lislic  rmen.  On  the 
southern  and  western  ci'i-is  of  Newliauullaml,  liowevt  r,  tu  rrings  arc 
caught  to  sotne  extent  tor  exnoitalion,  but  not  by  any  means  in  such 
<|nantities  as  might  bvi  xpected,  considering  their  wonderful  abinuhinee. 
The  inhabitants  ilo  not  pursue  the  herring  fishery  as  a  distinct  braucli 
of  business  :  so  many  as  are  retjuired  by  themselves  liir  bait  in  the 
cod-fishery,  and  to  supply  the  French  "bankt>r>,"  app'  u^  to  be  about 
tlic  extent  A'  the  <jiiantity  taken  in  general.  It  is  no  lihomiiion  thing 
on  the  «;.ulli  and  west  coasts  of'  New!()undlan(l  liir  lain  ireds  of  barrels 
of  live  he:  rings  of  good  (juahty  to  be  turned  out  ot  the  scintvs  in  which 
they  are  taken,  the  people  not  deeming  them  worthy  of  the  salt  and  the 
labor  of  cutini'. 

This  fishery  might  be  made  almost  as  productive  as  that  for  cod,  and 
])erha[)s  more  valuable,  by  tin;  adoption  of  an  improved  system  of 
curing  and  packing,  which  would  rentier  tla;  fish  fit  l()r  ihos;;  mar- 
kets from  which  it  is  now  excluded  by  reason  oi  being  imperli-'cily 
cured. 

33 


11 


.  1 


!l 


514 


ANDREWS     REPORT  ON 


THE   SALMON  FISHERY. 

This  is  a  valuable  fishery  in  Newfoundland,  but  it  is  not  prosecuted 
so  extensively  as  it  might  be,  nor  are  the  fish  so  valuable,  wlien  cured, 
as  they  ought  to  be,  hom  the  manner  in  which  they  are  split  and 
salted.  This  branch  of  business,  under  better  management,  could  be 
rendered  much  more  extensive  and  profitable. 

THE    MACKEREL   FISHERY. 

Although  mackerel  are  said  to  abound  on  the  southern  shores  of 
Newi()undland,  as  also  north  of  Cape  Ray,  and  thence  up  to  the  Strait 
of  Belleisle,  during  the  summer  season,  yet  this  branch  of  the  fisheries 
is  neglected  by  the  residents  of  the  island.  They  have  no  outfit  for 
the  mackerel  fishery  whatever,  and  this  excellent  fish  seems  to  possess 
perfect  impunity  on  those  coasts  of  Newlbundlund  which  it  frc(jucnts, 
going  and  returning  as  it  pleases,  without  the  least  molestation. 

THE    WHALE    FISHERY. 

It  is  believed  that  the  whale  fishery  might  be  mucli  more  exten- 
sively pursued  from  Newfoundland  than  at  present,  particularly  on  the 
western  coast,  and  in  the  Gulf  of  St.  Lawrence,  where  it  is  prosecute<l 
to  a  limited  extent  by  the  hardy  fishermen  of  Gasp(3,  without  compe- 
tition. 

THE    SEAL    FISHERY. 


s': 


oL 


About  fifty  years  since,  the  capture  of  seals  on  the  ice  in  early 
spring,  which  is  popularly  called  "  the  seal  fishery,"  first  began  at 
Newlbundland.  It  languished,  lio\v(!v<'r, .until  1825,  since  which  it  has 
gone  on  increasing,  year  by  year  ;  and  when  successful,  it  is  the  most 
profitable  business  pursued  there. 

The  mode  of  prosecuting  this  fishery  is  as  follows  :  The  vessels 
equipped  l()r  the  seal  fishery  are  from  sixty  to  one  hundred  and  eighty 
tons  each,  with  crews  of  twenty-five  to  f()rty-five  men;  they  ar(>  always 
prepared  l()r  sea,  with  the  necessary  e(juipment,  in  March  every  year. 
At  that  season  the  various  sealing  crews  combine,  and  by  th(Mr  united 
efl()rts  cut  the  vesstils  out  of  the  ice,  iti  which  they  have  firmly  I'rozen 
during  the  winter.  The  vessels  then  proceed  to  the  field  ice,  pushing 
their  way  through  the  r>penings  or  working  to  windward  of  it,  until 
the}'  meet  it,  covered  witii  vast  herds  of  sc'als.  The  animals  are  sur- 
prised by  the  seal-hunters  while  sleeping  on  the  ice,  and  killed  either 
with  fir(docks  or  bludgeons,  the  latter  being  the  prelii^rable  mode,  as 
firing  distur[)s  and  frightens  the  lu^rd.  Tiie  skins,  with  the  mass  ol" 
fat  which  surrounds  the  bodies,  are  stripped  off  together;  tlu^-se  are 
carried  to  the  vessels  and  packed  closely  in  the  hold. 

The  sealing  vessels  during  storms  of  snow  and  sleet,  which  at  that 
soasoM  they  must  inevitably  ex[)(;rience,  are  exposed  to  fl-arful  dangers. 
MaUj  V(!ss<ls  have  bfujn  cruslusd  to  pieces  by  the  tremendous  power oi 
vast  masses  of  ice  closing  in  uj)on  tliem,  and  in  some  instances  whoU; 


isccutei! 
I)  cured, 
plit  iintl 
could  be 


shores  ot 
the  Strait 
.  fisheries 
outfit  for 
10  possess 
tVcciuents, 


ore  cxten- 
arly  on  the 
prosecuted 
)Ut  compi.'- 


COLONIAIi   AND   LAKE    TRADE. 


515 


crews  have  perished.  Storms  which  occur  during  the  night,  and  when 
the  vessel  is  entangled  among  heavy  ice,  are  described  as  truly  terri- 
ble ;  yet  the  hardy  Newfoundland  seal-hunter  is  ever  anxious  to  court 
the  exciting  yet  perilous  adventure. 

The  vessels  having  completed  their  fare,  or  having  failed  to  do  so 
before  the  ice  becomes  scattered,  and  all  but  the  icebergs  lias  been  dis- 
solved by  the  heat  of  the  advancing  summer,  return  to  their  several 
ports ;  and  it  sometimes  happens  that  vessels  which  arc  successful  im- 
mediately after  falling  in  wjth  the  ice,  make  two  trips  in  that  season. 

The  fat,  or  seal-blubber,  is  separated  from  the  skins,  cut  into  pieces, 
and  put  into  frame- work  vats,  where  it  becomes  oil  simply  by  exposure 
to  the  heat  of  the  sun.  In  three  or  four  weeks  it  flows  freely;  the  first 
which  runs  off  is  the  virgin  or  pale  oil,  and  the  last  the  brown  oil: 
under  these  respective  designations  they  are  known  as  the  ordinary 
seal-oil  of  commerce. 

The  seal-skins  are  spread  out  and  salted  in  bulk ;  after  which  they 
are  packed  up  in  bundles  of  five  each,  f()r  shipment  to  foreign  markets. 

Besides  the  mode  of  seal-hunting  on  the  ice  above  described,  seals 
are  also  caught  at  Nc^wfoundland  and  Labrador,  on  tiie  plan  first 
aiK)pted — that  is,  by  selling  strong  nets  across  such  narrow  channels  as 
they  are  in  llie  habit  of  passing  through,  in  which  they  become 
♦•mangled. 

THE    SYSTEM    OF    CAHIIVING    ON    THE    FISH   AND   *»IL    TRADE    OF   NEW- 
FOUNDLAND. 


•e  in  early 

;t  began  at 

^vhieli  il  Ikis 

is  the  most 

rhc   vessels 
Il  and  eighty 
iir(>  always 
every  year. 
th(;ir  united 
lirtnly  frozen 
ice, 'pushing 
il  of  it,  until 
Inals  are  sur- 
killcd  either 
Lie  mode,  as 
the   mass  of 
Ir;  these  arc 

Ivhicli  at  that 
irful  dangers. 
Sous  power  ol 
[lances  whole 


The  persons  connected  with  this  business  are — 

First.  The  liritish  merchant,  or  owner,  residing  in  some  cases  in 
<Jr(!at  Britain,  but  in  general  on  the  island,  who  is  the  prime  mover  in 
id)  the  business  of  the  colony. 

Second.  The  middh;  rniui,  or  planter,  as  hf!  is  absurdly  termed,  pro- 
bably frctui  all  the  original  English  settlements  in  America  having 
received  the  olfifial  dcsigimi;.)!!  ot' [)lantations. 

Third.  'J'he  working  hee,  or  lisliermati,  the  bone  and  sinew  of  the 
country,  the  main-stay  of  its  fisheries,  aiul  chief  reliance  of  its  trade 
;nid  commerce. 

The  iiicrchaiil  finds  the  ship  or  vessel,  provides  nets,  line,  provisions, 
and  every  other  recjuisile  t(>r  prosecuting  ihe  fisheries;  these  ho.  fur- 
iiisiies  to  the  phintcr.  In  some  instances  the  planter  owns  the  vessel, 
atid  provides  his  own  outfit.  It  is  his  diity  in  all  cases  to  engage  the 
(•r(!vv  and  to  siiperintt'od  iIh;  labor  of  catching  and  curing. 

in  the  seal  fishery  prosecmted  in  vessels,  one-half  the  prf)fit  of  the 
voyage  goes  to  the  inerch.int  or  owner  who  provides  and  ecjuips  the 
vessel,  the  other  half  being  divided  among  tlu;  crew,  jicsides  the  pro- 
fits on  the  extra  stores  or  clothing  furnished  to  the  crew.  \hc  merchant 
or  owner  dcducls  I'roin  each  of  them  lioni  six  to  eight  dollars  as  berth- 
money.  To  this  ilicre  are  occasional  exceptions  in  favor  of  (>xperienced 
men,  who  are  either  charged  less,  or  get  their  berths  free,  in  conse- 
qutjnce  of  being  abh;  marksmen;  and  then,  by  way  of  distinction,  they 
art;  ciiUed  "bow-gunners." 

A^^fishing-servant  usually  gets  from  seventy-five  to  onr  hundred  dol- 


616 


ANDREWS     REPORT  ON 


lars  for  the  season,  commencing  with  the  first  of  May,  and  ending  with 
the  last  of  October.  These  wages  are  usually  paid  one-half  in  money 
and  one-hnlf  in  goods. 

The  Labrador  fishermen  are  in  general  shipped  or  hired  on  shares, 
or,  as  they  call  it,  on  "half  their  hand,"  being  fully  found  by  the  planter 
in  everything  necessary  to  prosecute  the  fishery  during  the  season. 
This  is  also  the  case,  in  some  instances,  with  the  fishermen  engaged  for 
carrying  on  the  shore  fishery  of  Newfoundland. 

The  Ibllowing  return  of  the  vessels  equipped  for  the  seal  fishery, 
from  the  port  of  St.  John  only,  and  the  number  of  seals  taken  by  them 
during  tlie  last  ten  years,  will  give  some  idea  of  the  extent  and  value 
of  this  bran(ch  of  business  in  Newfoundland : 


Year. 


1842 
1843 
1844 
1845 

1846 

1847, 
1848, 
184!), 
1850 
1851, 


No.  of  ves- 
sels. 


74 

106 

121 

126 

141 

95 

WA 

58 

71 

92 


Aggregate  ton- 
nage. 


6,035 

9,625 

11,088 

11,863 

13,165 

9,3.'i3 

10,046 

5,847 

6,728 

9,200 


Men. 


No.  of  seals 
taken. 


2.0.54 
3,177 
3,775 

3,895 
4,470 
3,215 
3,. 541 
2,170 
2,574 
3,480 


232, 42» 
482,694 
347,904 
302,363 
195,626 
334,430 
389,440 
206,3.38 
340,075 
382,083 


The  wliol(?  outfit  lor  the  seal  fishery  from  the  island  of  Newfound- 
land in  the  spring  of  the  year  1851,  amounted  to  323  vessels,  with  an 
aggregate  of  29,545  tons,  manned  by  11,377  men. 

The  average  take  of  seals  in  the  whole  of  Newfoundland  during  the 
last  seven  years,  is  estimated  at  500,000  per  annum. 

The  Ibllowing  is  a  comparative  statement  of  the  qnnntity  and  value 
of  the  staple  articles  of  jiroduce  exported  from  the  island  of  Newfound- 
land in  the  years  1849  and  1850 : 


:,  ij: 


'-   i    li 


Articles. 


Dried  flHh quintals. 

Oils gallons. 

Svn.1  skins number. 

Salmon ticrcus. 

Herrings barrels. 


1849. 


Quantity. 


Value. 


1,175,167 

2,282,496 

306,072 

5,911 

11,471 


$2,825,894 

1,025,961 

162,144 

51,912 

27,220 


1851. 


Quantity. 


1,0,^9,182 

2, 6.36, 81  H» 

44U,W28 

4,600 

19,556 


Value. 


J2, 558, 251 

1,487,6.')4 

318,480 

44,1(K) 

46,939 


a  Hi 


COLONIAL  AND   LAKE   TRADE. 


ll7 


with 
[>ney 

areSf 
anter 
ason. 
3d  for 

ihery, 
them 
value 


of  scala 
aken. 


232, 42» 

482,694 

347,fl04 

302,363 

195,626 

334,430 

389,440 

206,338 

340,075 

382,083 


wfound- 
with  an 


iring 


the 


ul  value 
^wlbuntl- 


Value. 


U2,558,251 
1,487,654 
318,480 
44,U)0 
46,939 


The  total  value  of  the  imports  and  exports  of  Newfoundland,  in  the 
years  1849,  1850,  and  1851,  was  as  follows : 


imports. 
Exports. 


1849. 


«3, 700, 912 
4,207,521 


1850. 


$4,163,116 

4,683,696 


1951. 


$4,609,291 
4,276,876 


Tlie  extent  of  the  foreign  commerce  of  this  colony  is  manifested  by 
the  statements  which  Ibllow,  showing  the  numbers,  tonnage,  and  men, 
of  the  vessels  which  entered  and  cleared  at  Newfoundland  in  the  years 
1850  and  1851: 

No.  1. — Vessels  inward  and  outward  in  1850. 


Countries. 


Europo- 

Gr  in 

Gb   ..  ••>-/  and  Jersey , 

Gibrultar 

Ionian  islands 

Spain 

Portngal 

Denmark < 

Germany 

Italy 

Franco 

Madeira 

America — 

British  Nortii  American  col 


Inward. 


Outward. 


Number. 


196 
13 


104 
81 
12 
30 
14 


onies 

British  West  Indies. 

United  States 

Spanish  West  Indies. . . , 
Danisii  West  Indies  . . . . 

St.  Pierre 

Brazils 


Total . 


508 
30 

130 
66 


32 
4 


Tons. 


28,446 
1,516 


Men. 


Number.      Tons. 


1,662 
102 


14,701 

870 

10,035 

602 

2,002 

104 

4,797 

252 

1,795 

116 

44,853 
4,189 

15,622 
9,022 


1,220 


412 

838 


138,228 


2,800 
260 
787 
631 


95 
50 


114 
4 

8 

2 

81 

76 


15,. '597 

664 

1,152 

259 

9,371 

9,427 


Men. 


67 
1 
2 


542 

75 

41 

15 

I 


9,641 

89 

221 


35,536 

10,180 

3,770 

1,915 

118 


58    11,055 


8,333 


890 

28 

50 

14 

800 

647 


550 

7 

14 


3,280 

62t 

241 

111 

7 


609 


1,087   108,795  i   7,868 


II  *■ 


«i 


li 

i 

ii 


518 


ANDREWS     REPORT   ON 

No.  2. — Vessels  inward  and  outward  in  1851. 


i 


Countries. 


Euror.  - 

Great  Britain 

Guernsey  and  Jerse;    ...... 

Gibraltar 

Ionian  islands 

Spain 

Portugal 

Denmark 

Germany 

Italy 

France 

Madeira 

America — 

British  North  American  col- 


Inward. 


Number. 


212 
11 


105 
70 

6 
41 

4 


onies 

Britinh  West  Indies 

United  States 

Spanish  West  Indies. . . , 
Danish  West  Indies.. . . , 

St.  Pierre 

Brazils 


524 
29 

131 
39 


43 

7 


Tons. 


29,994 
1,352 


14,932 

8,825 

1,541 

6,822 

604 


Men. 


1,660 
95 


875 
548 

73 
348 

37 


47,450 
3,598 

16,481 
4,603 


675 

1,488 


Total. 


1,222 


137,465 


2,911 
230 
869 
201 


90 
75 


8,012 


Outward. 


Number, 


148 

4 

11 


50 

88 

1 


50 


503 
70 
33 

18 

51 
4 


1,034 


Tons. 


15,731 

664 

1,132 


5,789 

11,312 

107 


6,938 
*"'62 


55,162 

10,135 

3,569 

20,202 

388 

10,256 

71 


141,578 


Men. 


892 
42 
67 


423 
723 

7 


477 
"4 


3,172 
603 
211 
130 

19 
568 

1!> 


7,356 


The  ioUowing  comparative  statement  show.s  the  totiil  shipping  of 
Newfoundland  inward  and  outward  in  1849,  1850,  and  1851: 


1849. 

1850. 

1851. 

No. 

Tons. 

Men. 

No.       Tons. 

Men. 

No. 

Tons. 

Men 

Entered 

1,1. -ie 

1,074 

1.32,388 
126,643 

8,060 
7,901 

1,220    1MH '-'i?H 

8, .331 

7,868 

1,222 
1,034 

137,465 
141,578 

8,012 

Cleared 

1,087 

108,795 

7,356 

The   .ships  built  in  Newfoundland  during  the  period  of  fi)ur  year.s, 
from  184G  to  1850  inelusive,  are  as  follows : 


I 


Years. 


In  1847, 
In  1848 
In  1849, 
inl85U 


Tons. 


854 

794 

1,055 

1,497 


i    (t 


Men 


hipping  nl 
1651. 

Tons.      Men 


37,465     8,01-2 
41,578     7,35G 


lour  years, 


Tons. 


794 
1 ,055 
1,4<J7 


IM 

892 

42        I 

! 

67 

) 

423 

?, 

723 

7 

7 

8 

477 

.2 

4 

r.'> 

3,m 

<5 

603 

»)f) 

211 

02 

130 

8rt 

19 

56 

568 

71 

15 

TiS 

7,356 

COLONIAL  AND  LAKE  TRADE.  519 

The  population  of  Newfoundland,  by  the  last  census,  in  1845,  was 
96,295  souls.  On  the  1st  of  January,  1852,  the  population  was  esti- 
mated at  125,000,  of  whom  30,000  were  engaged  directly  in  the  fisheries. 
In  1845  the  number  of  fishing  boats,  &c.,  was  as  follows: 

Boats  from  4  to  15  quintals 8,092 

Boats  from  15  to  30  quintals 1,025 

Boats  from  30  quintals  upwards 972 

Number  of  cod  seins 879 

Number  of  sealing  nets 4,568 

The  value  of  the  annual  produce  of  the  colony  of  Newfoundland  has 
thus  been  stated,  on  an  average  of  four  years,  ending  in  1849,  by  the 
British  colonial  authorities: 

949,169  quintals  of  fith  exported $2,610,000 

4,010  tierce  of  salmon 60,500 

14,475  barrels  of  herrings 42,500 

508,446  seal-skins 254,000 

6,200  tons  of  seal-oil 850,000 

3,990  tons  of  cod-oil 525,000 

Fuel  and  skins , 6,000 

Bait  annually  sold  to  the  French 59,750 

Value  of  agricultural  produce 1,011,770 

Fuel 300,000 

Game — venison,  partridges,  and  wild  fowl 40,000 

Timber,  boards,  house- stuff,  staves,  hoops,  &c 250,000 

Fish,  fresh,  of  all  kinds,  used  by  inhabitants 125,000 

Fish,  sailed do do 175,000 

Oil  consumed  by  inhabitants 42,500 

Total 6,352,020 


The  average  value  of  property  engaged  in  the  fisheries,  during  the 
same  pericnl,  is  thus  stated : 

341  vessels,  engaged  in  the  seal  fishery $1,023,000 

80  vessels,  engaged  in  coasting  and  cod-fishery 80,000 

10,089  boats,  engaged  in  cod-fishery 756,675 

Stages,  fish-houses,  and  fiakcs 125,000 

4,568  nets,  of  all  descriptions 68,500 

879  cod  seines 110,000 

Vats  for  making  seal-oil 250,000 

Fishing  implements  and  casks  for  liver 150,000 

Total 2,563, 175 


;   il 


:li 


I  1 


520 


ANDREWS*    REPORT   ON 


TRADE    BETWEEN    NEWFOUNDLAND  AND   THE   UNITED   8TATES. 

The  following  statement  furnishes  a  full  account  of  the  quantity  and 
value  of  the  staple  products  of  Newfound  land,  exported  from  that  colony 
to  the  United  States  in  the  years  1849,  1850,  and  1851 : 


Articles. 


Quantity 


Fish,  herrings '•   <.. 

tongues  and  sounds   .      >... 

caplin do. ,. , 

salmon do. . . 

dried  cod quintals. 

Hides number. 

Oil,  seal tons. . 

cod do. . . 

3kins,  seal number. 


Total . 


1849. 


686 

16 

29 

3,374 

21,428 

245 


22 


Valu 


|1,690 

75 

60 

34,180 

56,935 

60U 


2  2"0 


95,700 


1650. 


Quantity 


1,860 

37 

19 

1,192 

14,119 

1,431 

4 

29 


Value. 


ft4,04O 

45 

25 

19,055 

31,770 

3,445 

535 

4,355 


63,270 


1851. 


Quantity 


2,329 

46 

18 

4,163 

15,431 

619 

1 

19 
7.50 


Value. 


A5,510 

230 

25 

41,630 

38,495 

1,245 

15 

4,375 

560 


92,220 


i 


I'Sii 


I        S  -  -' ! 


'■■'% 


The  whole  of  the  foregoing  articles  were  exported  from  Newf()und- 
land  to  the  United  States  in  British  vessels  only,  no  oilier  vessels  what- 
soever being  employed  in  their  transport. 

The  character  and  extent  of  the  imports  into  Newfoundland  from  the 
United  States  is  shown  thus: 


Return  of  (he  quantity,  value,  rate,  and  amount  of  duty  paid  on  yrincijial 
""'rks,  the  growth,  produce,  or  manufacture  of  the  United  iSfafrs,  im- 
tcd  into  the  colony  of  Ncufoundland,  during  the   year   ending    f)th 


arfirt 

ported 

January,  1852. 


Articles. 


Arrowroot 

Apotliecurit's'  ware 

Bacon  and  hams cwt. . 

Beef,  salted barrels. 

Beer  and  alo do. . . 

Blacking 

Bran qrs. 

Bread cwt. 

Bricks No. 

Butter cwt. 

Cabinet  ware 

Candles,  tallow pounds. . 

Chocolate  and  cocoa cwt. 

Clocks  and  watches 

Cheese cwt. 

CotTeo cwt. 

Coloring gallons. 

Confectionary 

Corn,  ^rain,  meal,  flour,  viz: 

Indian  corn qrs. 

Indian  meal barrels. 

Flour do. 

Oatmeal do. 

Peas qrs. 

Uatfi do . 


Quantity. 


Value.        Rate  of  duty. 


IHO 

2,(t:t8 

346 


29 
5,357  2 
524,703 
3,633  3 


47,920 
23 


555  2 

682 
148 


284 

6,293 

87, 4M) 

97 

36 
or. 


Total  duly. 


$2,370 
2,007 
l,9S0 

24,6'.»0 
1,906 


5  per  cent. . 
5  . . .do. . .  • 

5  ...do 

2s.  per  bbl.  . 
10  pur  cent. 


70 

25,923 

3,895 

43,987 

715 

5,600 

350 

1,620 

4,775 

8.325 

45 

15? 

1,650 

24,318 

475,330 

500 

405 

100 


5  per  cent.  . 
3d.  per  cwt. 
5  per  cent. . 
2.S.  per  cwt. 
10  per  cent . 
7i  per  cent. 
5».  per  cwt. 
10  per  cent. 
58.  per  cwt. 


5  per  cent. . . , 
5. . .  .do 

5. . .  .do 

6d.  oer  bbl  . . , 
Is.  bd.  per  bbl 
6tl.  per  bbl  . . , 
5  per  cent  . . , 
5. . .  .do 


$118 
1(M> 
232 

1,048 
190 


3 

334 

190 

1,816 

71 
420 

28 
162 
693 


2 

7 

82 

786 

32,778 

12 

20 

5 


rES. 


tity  and 
t  colony 


851. 


ty  Value. 


1)5,510 

230 

2.'> 

41,630 

3H,495 

1,245 

15 

4,375 

500 


^cwtbund- 
ssfls  what- 

1(1  from  the 

m  imncipal 
SiiKis,  im- 
f)th 


eliding 


.Total  duty. 


IIM) 
232 

3 

334 
I'.IO 

I.'.'.           lj«i»> 

71 

420 

r.:        2"* 

i«;2 

I."..      693 

2 

82 

["•      786 

[l".bl'    32,778 

I'-         1 

COLONIAL  AND  LAKE    TRADE. 

STATEMENT— Continued. 


621 


Articles. 


Cotton  manufacturcH 

Earthen  and  Cliinawaro 

Feathers cwt. 

Fish,  viz  :   oysters bushels. 

Fluid 


Fruit,  viz  : 

Applcfl barrels 

Raisins,  currant! cwt 

Oranges,  loniuns barrels 

Preserves cwt 

Ginger,  preserved pounds 

Glassware 

Grape  vines 

Hardware  and  cutlery 

flats dozen . . 

Hay  and  straw tons. 

Hops bales. 

Iron  nianufactuP's 

Juice,  lime  and  Icinun 

Lard cwt . 

Ijoad cwt . 

Leather  nidnufactures 

Lime busliols. 

Musical  instruments 

Molasses gallons. 

Oakum cwt . 

Onionit butil'ojg. 

Perfumery 

PickloR  and  sauros 

Pitch  and  tar barrels. 

Pork,  Huit'jd i)arrcls. 

Potatoes  and  vegetablfs bushels. 

Rice cwt. 

RoImjs,  biitl'alo 

Rosin barrels. 

Salt tons . 

SalicratuH , 

Slops 

Seeds 


Quantity. 


rutn 


. .  .cwt. 
do. 

,<ra  lions. 


Sausages  . . 

Soap 

Spirits,  viz 

Statioiu-'y 

Straw  niantifacturps 

Stone,  grave No. . . . 

Tea pounds.. 

Tobacco,  viz  : 

Loaf pounds.. 

Mamifacturi's do  .. . 

Ciirars No  ... 

Stems owt.. . 

Tobacco  pipes 

Tongues barrel. . 

Turi)entine,  spirits  of gallons. . 

Vinegar do  .. . 

WuiP,  ii;  bottles do  ... 

Wood,  vi.'. : 

Staves  and  casks packages. . 

Timber tons. . 

Board  and  plank feet. , 

Wooden  ware 

Woollen  manufactures 


24 
96 


1,493 

399  2 

a.'Jl 

1    2 

14 


157 
10 
20 


25 
0  3  11 


515 


28,184 

196  2 

30 


8  1 

14,480 

745 

419  2 

60 

1 

4 


20  1 

4.10 

6,122 


I 

51,390 

3,3.')8 

329,  l.^ 

54,050 

30 


Value. 


1 
118 
563 

2 

4,472 
10,000 


Total. 


Rate  of  duty.  Totalduty. 


A465 

36 

190 

100 

308 

3,785 

4,195 

760 

50 

10 

510 

15 

3,010 

397 

150 

610 

960 

5 

297 

16 

6,291 

98 

740 

7,045 

1,077 

21 

25 

40 

3,;a') 

183,0^5 

7H5 

1,877 

300 

31 

55 

25 

845 

581 

85 

2,000 

3,r>.'>5 

525 

35 

7 

14,518 

780 

54,.')35 

925 

75 

2 

12 

41 

122 

15 

3,950 
15 

100 

7,69(; 

11,7.36 

954,266 


5  per  cent. 
5. . .  .do. . . . 
5. . .  .do. . . . 


D.  •  .  .(Jo.  ....  I 

Is.  6d.  per  bbl, 
5  per  cent  . . . 

5. . .  .do 

5. . .  .do 

5 do 


5. . .  .do. . . . 
5. . .  .do. . . . 
5. . .  .do. . . . 
,5. . .  .do. . .  < 
5. . .  .do. . . . 
5. . .  .do. . . 
5. . .  .do. . . 


5. . .  .do 

5. . .  .do 

5. . .  .do 

5. . .  .do 

5 do..... 

rid.  per  gull. 
5  |)er  cent. . . 

free 

5  per   cent . . 

5. . .  .do 

5.  , .  .do 

3s.  per  bbl. . . 

free 

5  per  cent.. 

5 do 

5.  .  .  .do 

fid.  per  ton  .. 
5  per   cent.. 

5. . .  .d4> 

free 

5  per   cent.. 

5. . .  .do 

9d.  per  gall.. 
.')   ])er  cent.. 

5.  . .  .do 

5 do 

3d.  per  lb  . . . 


2d.  do... 
2d.  do... 
5s.  per  M  . . 
2s.  per  cwt. 
5  per  cent. 

5 do.... 

5. . .  .do. . . . 
5. . .  .do. . . . 
3s.  per  gall . 


5  per  rent. . , 
Is.  Gd  per  ton, 
2s.  fid.  per  M, 
5  per  cent . . , 
5. . .  .do 


$23 
1 

9 


15 

559 

209 

38 

a 


25 

1 

180 

19 

7 

30 
48 


14 
1 

314 
4 

37 

881 
53 


1 

a 

166 

io,8r)0 


93 

15 

1 


1 
42 


4 

100 

1,147 

26 

1 


3,211 

139 

13.714 

3,378 

15 


S 
8 
1 

197 


6 
384 
586 

75,665 


<l 


!  'H 


522 


ANDREWS     REPORT   ON 


An  examination  of  the  preceding  table  shows  that  the  principal  articles 
imported  into  Newfoundland  from  the  United  States  are  precisely  those 
which  give  greatest  employment  to  our  people. 

The  value  of  salted  beef  imported  in  18f)l  was  S24,C90;  of  bread, 
825,923;  of  bricks,  $3,895;  of  butter,  $43,987;  of  cheese,  $4,775;  of 
Indian  corn,  $1,650;  of  corn  meal,  $24,318;  of  wheat  flour,  $4,75,330; 
of  apples,  $3,785;  of  pitch  and  tar,  $3,333;  of  salted  pork,  $183,085; 
of  rice,  $1,877;  of  tobacco,  $54,535;  of  staves,  $3,950;  of  wooden 
wares,  $7,696;  and  of  wolh^n  manufactures,  $11,736. 

The  total  value  of  articles  imported  into  Newfoundland  in  1850, 
being  the  growth,  produce,  or  miuiufacture  of  the  United  Slates,  was 
$767,550;  the  value  of  such  artich\s  imported  in  1851  was  $954,266, 
showing  an  increase  in  the  latter  year  of  $186,716. 

The  following  abstracts  of  the  trade  of  Newlbundland  show,  com- 
paratively, tiie  rclntion  which  the  trade  with  the  United  States  bore  to 
the  whole  trade  of  tfie  island  with  all  countries  in  the  year  185J. 

The  first  abstract  which  follows,  shows  the  number  and  tonnage  of 
the  vessels  entered  inward  in  the  colony  in  1851,  with  the  value  of  the 
goods  imported  in  such  vessels,  distinguishing  British  from  foreign  : 


UiJ 


Countries  from  whence  entered. 


Europn — 

Great  Itritnin 

Giicrnw^y  uiid  Jersey 

Spain 

Purtiiiral 

Dcninurk 

Germany 

Italy 

America — 

Hritixh  Nortii  American  c.     iiiics 

British  West  indieH 

United  States 

SpaniKli  WeHt  Imiios — 

Cuba 

Porto  Kico 

Brazils 

St.  Peter's,  (P'rench 

Total 


Vessels. 


No. 


212 

n 

Id.') 

7(1 

8 

41 

4 

524 

211 

i;u 


12 

7 

43 


1,224 


Tons. 


29,994 
1,.'J.VJ 

14,l):)2 

8,h25 

l,.'i41 

6,H22 

()U4 

47,4.'')0 

3,r.!W 

16,481 

3,3G8 
l,2;).'i 

1,4KH 
67.'i 


138,365 


Value  of  imports. 


British. 


$1,410,265 
57,155 


847, OCO 
86,1110 


2,400,580 


Foreign. 


$132,770 

CO.dxio 

'.)(»,  165 

80,810 

3911,875 

1,970 

94,610 


998,735 


139,610 

53,3(»() 

95 

1,4.^0 


2,054,600 


Total. 


l,543,03.^ 
.57,715 
62,620 
90,165 
80,810 
399,875 
1.970 

939,700 

86, 1(H) 

998,735 

1.39,610 

53.300 

95 

1,450 


4,455,180 


Ui 


This  table  shows,  that  next  to  great  Britain  and  the  northern  colo- 
nies, the  largest  amount  of  imports  into  Ncwfoutidlinid  is  fronj  tfie 
United  States.  It  exceedfjd  the  nnportalions  from  tlie  neighl)oring  colo- 
nies last  year  by  $59,000,  and  amounted  to  nearly  one-half  of  all 
importations  from  every  foreign  country. 


COLONIAL  AND  LAKE    TRADE. 


523 


articles 
ly  those 

if  bread, 
,775;  of 
,75,330; 
183,085; 
wooden 

in  1850, 
lies,  was 
;954,266, 

ow,  corn- 
's bore  to 

51. 

)iinage  of 
iluc  of  the 
reign : 


Total. 


I) 

0 
10 


41,543,035 
:.7,715 

(;ij,«ao 

«»0,165 

K0,H10 

399,875 

1.970 

930,700 

Wi.UK) 

998,735 


139,610 

53.300 

95 

1,450 


JO      4,455,180 

thern  colo- 
5  from  the 
)()ring  colo- 
j-half  of  aU 


The  succording  abstract  exhibits  the  number  and  tonnage  of  the 
vessels  cleared  outward  from  Newfoundland  in  1851,  with  the  value  of 
tlie  articles  exported  in  such  vessels,  distinguishing  British  from  foreign: 


CountrioB  for  which  cleared. 


Europe — 

Croat  Britain 

GuornBoy  and  Jersey 

Gibraltar 

Spain 

Portugal 

Denmark 

Sicily 

Italy 

Madeira 

America — 

British  Nortii  American  colonics.. 

BritiHli  West  Indies 

United  Stutos 

Spanish  West  Indies — 

Cuba 

Porto  ilico 

WoMt  Indies,  (Danish) 

Brazils 

St.  Fetor's,  (French) 


Vessels. 


No. 


118 

4 

11 

50 

88 

1 

5 

50 

1 

503 
70 
33 

18 
o 

."il 
4 


Total . 


1,013 


Tons. 


15,731 

664 

1,132 

5,789 

11,312 

107 

582 

6,998 

62 

55,162 

10,1.35 

3,559 

20,202 

388 

io,2r)() 

71 


Value  of  exports. 


British.      !  Foreign, 


||i2,040,96n  #98,6.55 
22,260  880 

6(),((3.'i 

273,810 

575, 360: 

11,625 

31,380; 

357,370 

2,490i 


345,930;     16,920 

34(),()95i  .570 

99,720j  250 


.50,325, 
21,920, 


Total. 


12,139,615 

23,140 

60,035 

273,810 

575,. 360 

11,625 

31,380 

357,370 

2,490 

362,850 

340,665 

99,970 

50,325 
21,920 


450,560. 
230 


450,560 
230 


142,176 


4,684,070    117  -J 

I 


..I 


4,801,345 


From  the  preceding  statement  it  will  be  seen  that  the  exports  from 
Newl()uri(llim(l  to  the  United  Slates  have  but  a  small  vidiie,  as  com- 
pared with  ihi'  articles  imported  from  this  country.  For  the  staple 
products  of  Newiuimdland  exported  to  Spiiiii,  Portugnl,  Italy,  and  the 
Brazils,  amoiiiiliiig,  in  the  whole,  to  $1,667,100,  that  colony  receives 
a  consideriihle  |)rop()rtion  of  its  payment  in  ready  money,  a  large  share 
of  which  finds  its  way  to  our  country  for  beef  iuul  j)oik,  pitcii  and  tar, 
bread.stufls  and  tol);u'co.  The  l)alanc;c  of  tr;ule  bein<j;  so  largely  against 
Ne\vf()un(llan(l,  in  its  dealings  with  us,  creates  much  difHcuky  in  that 
colony,  and  titrccs  it  to  deal  more  extensively  with  European  countries 
which  purchiise  its  products,  than  it  would  do  if  the  trade  with  us  were 
more  ne.irly  upon  ;iii  equality. 

In  1850  the  number  of  vessels  which  cleared  from  tiie  colony  of 
Newfounillaiid  was  1,102,  of  the  burden  of  129,832  tons.  The  total 
value  of  the  viirions  articles  exported  in  these  vessels  is  thus  .stated. 
British  $4,701,200;  tiwign,  $117,590;  total,  i54.87S.850. 

The  total  vidu*^  of  exports  in  1851  being  $4,445,180  only,  shows  a 
decrease  from  the  preceding  year  of  $433,070. 

The  vahie  of  inijiorts  at  Newfoundland  in  1850  was  $4,330,585,  and 
in  1851  was  $4,455,180,  being  an  increase  in  the  value  of  goods  im- 
ported in  the  latter  year  of  $108,595.     There  wiis,  therefiae,  an  ir»- 
creased  importation,  with  diminished  exports,  during  the  past  season 
in  Newfoundland. 


524  ANDREWS*    ABPdRT    ON 

VALUE    OF    THE    LABUADOR   TRADE    AND   FISIIEItlES. 

The  exports  from  Lnbrador  are  cod,  herring,  picklrd  salmon,  fresh 
salmon,  (prostrvcd  in  liu  cases,)  seal-skins,  cod  and  seal-oil,  furs,  and 
feathers. 

No  accurate  account  of  the  v.alue  of  the  exports  of  Labrador  can  be 
furnished,  l)ccaus(^  there  are  no  custom-houses  or  jjublic  olliccrs  of  any 
dcscriplion  on  that  wild  and  barren  coast;  but  the  lidlowiii/j;  estimate 
is  given  as  an  approximation  to  the  annual  value  of  the  exports.  It  has 
been  carefully  made  up  from  the  best  and  most  peilicl  infli  inalion  that 
can  be  obtained: 

In  Ameri(!ari  vessels .'B'180,000 

In  Nova  Scotia  vessels 480,000 

In  Canadian do 1 14,000 

In  vessels  owned  or  chartered  by  English  and  Jersey 

houses  haxirig  establishments  on  the  coast 480,000 

In  vess(>ls  owned  or  chartered  by  the  jx'ople  of  New- 

ll)undland 1 ,2(  10,000 

Total *x;,784,000 

The  number  of  fishermen  employed  on  the  Labrador  coast  every 
g'^ason  is  liom  ten  to  Hiteen  thousand. 

The  salmon  fisheries  average,  annually,  about  (hirly  thousand  tierces, 
not  more  than  two  hundred  tierc(>s  of  which  titid  llieir  way  to  New- 
foundland. The  salmon  (  x|)orted  from  Ni;wti)undland  are  almost  ex- 
clusively fhe  catch  of  that  island. 

The  herring  fishery  at  Labrador  is  carric^d  on  by  tishermen  from 
Nova  Scotia,  Canada,  Newl()undland,  and  the  United  States,  and  are 
shi{)ped  directly  liom  the  coast  to  u  market. 

Of  the  seal-oil,  seal-skins,  furs,  and  feathers,  a  very  small  share  finds 
its  way  to  Xewjliundlaiid.  Merchants  and  traders  on  ihe  coast  buy 
them  in  exchange  (I)r  their  goods,  b(?ing  h-ss  bulky  and  more  valuable 
than  fish.  The  tratling  vi-ssels  do  not  buy  many  cod  on  the  coast, 
preferring  the  other  commodities  named. 

Since  the  treaty  of  I'aris,  in  1814,  the  Labrador  fishery  has  in- 
creased more  than  six-li)ld,  in  consecjuencc!  (tf  the  (isheiinen  of  New- 
foundland being  ti)rc(>d  by  French  competition  from  the  fishery  on  tlie 
Grand  Bank,  and  also  driven  from  the  fishing  grounds,  now  occupied 
almost  exclusively  by  the  French,  between  Cape  Kay  and  Cape  St. 
John. 

Th(!  imports  of  Labrador  have  been  estimated  by  the  authorities  of 
Newfoundland  as  of  the  value  of  §000,000  per  annum. 

THE    PORT   OF    ST.    JOHN,    NEWFOUNDLAND. 

The  chief  town  in  Newllamdland  is  its  capital  and  principal  sea- 
port, St.  John,  in  latitude  47"  34'  north,  longitude  52^  43'  west. 

•The  total  exports  are  by  some  persons  eatimated  at  $4, 000, (100, 


COLONIAL   AND   LAKE    TUADB. 


626 


in,  fresh 
urs,  and 

r  cnn  be 
s  of  any 
(•rilimate 
s.  It  has 
ilit)n  that 

80,000 
^10,000 
44,000 

180,000 

200,^)00 

784^)00 

oast  cvrry 

md  tierces, 
y  lo  New- 
iihuost  ex- 

rinon  from 
cs,  and  are 

sliaro  finds 
(•oust  buy 

i(>  valuable 
the  coast, 

I'ly  has  in- 
u  of  Ncw- 
luiy  on  t\»e 
jw  occupied 
Jul  Capo  St. 

luthorities  of 


hcipal  sea- 
Lvtst. 


It  is  thf  most  Cfisitern  harbor  in  North  Amt  rica,  only  l,n()5  miles 
f'istfiiit  froH'  (Jalwjiy.  on  the  west  coast  of  Ireland,  l)(iii<,'  the  .-^liortcst 
»>ossil)l('  (ILslaiici;  hctwccn  llie  coiilinents  of  Europe  and  America.  As 
It  lies  directly  iu  the  track  of  the  Atlantic  steamers  betwei-n  the  United 
States  and  Kiiro|)e,  public  attention  ha.M  naturally  been  direct<'d  towards 
its  harbor  as  a  posil ion  of  promineni  ;ind  .xliikiuu;  importance  on  this 
side  the  Allauiic.  It  therelijre  deserves  HomeliiiuL;  more  than  a  passing 
notice. 

It  has  recently  been  proposed  that  St.  John  should  he  established 
ns  a  port  »»l'  call  l<)r  at  least  one  liiK!  of  Allaiuic  stejuners,  and  that  the 
intelligence  hnni^ht  by  this  line  from  thi;  Old  World  should  be  thence 
tjansmitted  by  telegraph  to  the  whole  of  North  America. 

Th(!  route  li)r  the  line  of  the  jjroposed  telegraph  t'lom  t^t.  John  to 
('ape  Itay,  the  southwestern  extremity  ot'Ne\\i()undl;ui(l,  was  cJiplorcd 
during  die  latit  .•  part  ol"  the  season  of  1851,  in  a  very  energetie  and 
succ-'cssful  mannti,  by  Mr.  (lishorne;  audit  was  l()uiid,  that  beyond 
the  (juesljon  of  expense,  there  were  no  unusual  obstacle*;  to  prevent 
the  eonstructiiiii  of  the  Iin(\  From  Cape  Uay  to  Ca[)e  N(»rlh,  at  the 
noitheastein  exncniity  of  Ca[)e  Bretot»,  the  distance  is  ti)rty-eight 
miles,  across  ihe  !j;reat  entrance  to  the  (Jiilf  of  St.  [iawreiice.  It  is 
pr(*posed  thai  tili  graphic.-  communication  shall  be  maintained  across 
this  passage  by  a  submarine  cable,  similar  to  that  now  successfully  in 
operation  between  I'lngland  and  I'^rance.  Fioin  C.-ape  North  to  the 
town  of  Sydney,  in  (-ape  IJreton,  the  distance  is  but  short ;  and  Syd- 
ntjy  already  conimunicates  by  telegraph  with  every  place  in  Amerieii 
to  which  the  wires  are  extended. 

Another  proposition  is  to  carry  the  submarine  (  i!»le  at  once  from 
Cape  l{.ay  to  ihe  east  cape  of  l*rince  Kdward  island;  then  traversing 
a  portion  oil  hat  i>laiid,  to  pass  across  the  straits  of  Northumberland 
into  iNew  r.iitiisw  iek,  theri^  to  connect  at  the  fiisi  <:onvenicnl  station 
with  all  the  It  leu'iaph  lines  in  North  America. 

It  is  alli  g((l  thai  a  fast  steamer,  lia\iiig  on  boiird  only  the  small 
(]uantily  ol  coals  which  so  short  a  trip  would  r(  i|uiit',  iiiiirlit  (M'oss  the 
Atlantic  hoin  (lalway  to  St.  .Tohn  in  liv(>  (l:iys  ;  and,  if  >o,  inforniation 
I'ronj  all  paits  of  Kiirope  could  hr.  disseminated  o\cr  the  whole  of  our 
Union,  even  to  the  Pacific — from  Moscow  to  San  Francisco — within 
six  days. 

The  harbor  ofSl.  .John  is  one  of  the  b(\<t  in  all  Newtiuindland,  where 
good  harbors  abound.  It  is  li)rmed  between  two  niounliiiiis,  the  east- 
ern poitits  of  which  have  an  entrance  calleil  "the  .\;irrows." 

From  the  circumstance  of  this  harbor  being  only  accessible  by  one 
large  ship  ai  a  time,  and  from  tlu;  numerous  batteries  and  l()rtilications 
erected  lor  ils  proti'ction,  St.  John  is  a  place  of  very  considerable 
strength.  There  are  about  twelve  fathoms  water  iu  niid-ehaiiiiel  of  the 
entrance,  w  hich,  although  but  one  hundred  I'alhonis  wide,  is  only  one 
liundriul  latlioms  long;  and,  when  the  Narrows  are  passed,  ihe  harbor 
trends  off  to  the  southwest,  aHbrtling  ample  space  li)r  shij)ping,  with 
good  anchorage,  in  perfect  shelter. 

Som(^  vi'iy  interesting  testimony  was  taken  betl)re  the  Legislative 
Assembly  of  Newfoundland  in  IS-iO,  with  rclirence  lo  the  advantages 
uf  St.  John  as  a  port  of  call  lor  Atlantic  steamers.    Among  other 


620 


ANDREWS     REPORT   ON 


(l 


witnesses  who  wore  rxnrnincd  wns  Captnin  John  Cousins,  an  old  and 
respectable  sliipmastcT,  who  stated  as  follows : 

•'I  am  a  niastcr-iiiariner,  and  I  have  hc'en  en^a^'ed  iti  the  trade  forty- 
tour  y<'ars.  1  have  arrived  at  Nirwfoundlarid  tVoin  Kiij^laiid  and  foreign 
countries  duriiij^  eac.h  mouth  in  the  year.  The  eoasi  ol"  Newfoundland, 
from  Cone(>pii()n  hay  to  Csipv.  Race,  is  <i  fine,  hold  shore  ;  there  is  not 
a  rock  or  shoal  to  take  up  a  vessel  in  making  tlu;  land.  The  harbor  of 
St.  John  is  sali;  and  commodious;  it  is  as  liiu^  a  hari)or  as  any  in  the 
colony;  thn  water  is  deep  enough  for  a  linc-of-batlle  ship.  77tcrc  are 
no  pcrcrjuil  'r  thin.  The  light-house  on  Cape  Spear  afl()r(ls  a  fine  light, 
which  can  l)e  nreu  iipwarils  of  twenty  miles  at  sea.  Tlure  is  a  good 
harbor  light,  also. 

"The  norlhern  ice  along  the  eastern  side  of  N(!wfbundland  is  gene- 
rally to  be  f<)inul  in  greatest  (piantities  during  the  months  of  March  and 
April.  The  iee  in  April  is  softer,  mor(!  honey-eombeil,  than  in  March; 
by  April,  the  great  body  of  field-ice  has  generally  passed  to  the  soutlj- 
ward,  and  is  found  as  far  as  the  bank  off  Cape  Race.  I  have,  as  a 
master,  made  several  voyages  to  Nova  Scotia,  the  coast  of  which  is  a 
very  dangridus  one,  Irom  the  shoals  that  lie  of!"  it  at  a  considerable  dis- 
tance. 

"Fogs  prevail  along  the  coast  of  Newfoundland  and  Nova  Scotia 
chiefly  during  the  months  of  May,  June,  and  July  ;  they  are  lliiekest 
on  the  lianks.  Tlios('  that  are  accpiainted  with  the  navigation  of  New- 
ibutidland  boldly  run  through  the  f()g  tiir  tlu;  land,  and  fiuil  ilu?  atmos- 
phere clear  within  a  mile,  or  a  mile  and  a  half,  of  this  shore;;  and  tht» 
gatety  and  b(}ldne;is  of  our  coast  pi'rmit  the  running  clos(.'  inshore  with 
impunity. 

"Between  St.  John  .and  Cape  Race,*  a  distance  of  about  filly  miles, 
there  are  seven  harbors,  into  which  vessels  of  any  si/e  (jould  enter 
easily  and  lie  saiily.  A  straght  line  from  LivcTpool  to  ll.ilil'ax  would 
out  .'^l.  John  harbor.  From  St.  John  to  Cape  Clear  is  1,700  miles,  or 
thereabouls." 

In  a  representation  made  very  recently  by  the  peoj)le  of  St.  .J(»hn  to 
the  imj)erial  goverum<'nr,  it  is  s(;t  forth  that  the  geographical  position 
of" St.  John  is  the  nio.-t  eastern  land  on  the  American  side  of  the  At- 
lantic, situated  on  a  promontory  directly  in  the  route  between  the  oth«T 
North  American  pro\iiiees  and  the  United  Kingdom,  and  distant  from 
Irel.ind  IjtiG.')  miles  only,  obviously  points  it  out  as  a  pt)rt  of  call  for 
Atlantic  steameis.  'i'liat  in  addition  to  its  favorable  j)osition,  the  har- 
bor of  St.  John  |K)ssesses  the  advantages  of  being  capacious  yet  land- 
locked; of"  haviug  a  depili  of  "water  and  absence  of  tides  which  enable 
the  largest  ships  tliat  float  to  enter  and  leave  it  at  all  hours;  of  being 
easy  of  access  and  Irei;  iiom  shoals  or  hidden  dang("rs,  as  none  exist 


•A  bcaron  lias  rocciilly  l)ncn  errrtpd  on  Capo  lliico,  on  tlip  soiittiorn  conttt  of  Newfound- 
land, l)y  tlic  iiii|i(.'ri!il  irovoriiiiiunt.  'I'lio  totui  licit^lit  of  tlic  hcucoii  ih  fj.')  ti'i't.  It  Rtunds  on 
Ui<*  rit<in^  {;ruiiii(l,  141)  t<M:t  liit^li,  iiiiriiL'diutuly  buliind  C'a|i(!  Kut'u  rock  ;  so  Uiiit  the  top  of  th« 
bearon  is  at  an  cli'Valuiii  (il'ljll.l  A-ol  above  tlie  level  of  the  sea.  It  is  of  hcxiii,'()nal  Hha|>e,  ISi 
foot  in  diameter  at  the  base,  and  1 1  feet  on  each  liico.  It  tapi^rs  upwards  to  a  height  of  56 
foot,  wht-re  its  diameter  is  but  ^  fe(;t  9  inchcH,  and  is  then  siirinounted  by  a  skeleton  ball 
9  feet  in  diameter — m  ikiii},'  \\h:  total  heiijht  (if)  feet,  'i'he  faces  of  ibi-  beaeon  are  painted 
alternately  white  and  red,  and  llie  ball  at  the  top  red.  'J'lie  Cnpi' I'iiie  lij.'lit  Iiouho  is  also 
painted  white  and  red,  but  in  horizontal  alternate  stripes;  whereas,  Cape  Race  beacon  is 
puiiitcd  in  vertical  alternate  stripes. 


COLONIAL   AND   LAKE    TRADE. 


.027 


)lcl  and 

»;  foriy- 
forrign 

c  is  not 
arbor  of 
y  in  the 
Vicrc  are 
no  light, 
s  a  g<xHl 

is  gcne- 
iirch  and 
I  March; 
ho  sooth- 
iwo,  as  a 
Anch  is  a 
ruble  dis- 

»va  Scotia 
I.  thickest 
n  of  Ncw- 
\ic  atinos- 
;  and  the 
Jioro  with 

illy  miles, 
)ul(l  (inter 
fax  would 
)  miles,  or 

|^t.  John  t«t 
111  position 
of  tlie  At- 
II  the  other 
li.slanl  from 

of  call  for 
III,  the  hiir- 

yct  hind- 
liich  enable 

;  of  being 

none  exist 


|of  Newfound- 
,  11  stundB  on 
:  the  top  of  Ui« 
tonal  Mliape,  iiU 
I  a  lioiglit  of  56 
Bkolcton  ball 
1)11  iiro  painted 
111  liouHO  isaliw 
lllaco  beacon  it 


along  the  lino  of  bold  const  b(;t\vcrn  Capo  St.  Frnncis  nnd  Cnp*;  Race, 
whicli  may  every\vh<?rc  be  approached  with  siifety.  It  is,  then;|oro, 
said  to  b(!  niiinili-st  that  the  port  of  St.  John  pre.-enis  fn(i lilies  and 
conveniences  li)r  .sl(!amers  which  cannot  be  surijassed  in  any  |)orl  in 
th(!  world.  There  is  said  to  be  less  log  on  tlic!  coMHt  of  this  part  of 
Ncwfoiuidlaiid  than  on  the  Atlantic  coast  of  Nova  Scotia  ;  and  often- 
times when  the  l()g  is  thick  on  the  Banks  of  N(!wli)nM(llan(l,  this  coast 
irt  free  from  it. 

A  good  land  fall  is  of  great  value  to  tiio  navigator,  and  it  is  nssnrtod 
that  none  belt  r  can  be  liaind  for  trans-Atlantic  steamers  than  St.  John, 
as  the  royal  mail  steamers  li)r  Halifax  usually  endeavor  to  inakc!  the  land 
about  thirty  mih-s  to  tlu;  southward  of  St.  John.  Hence  it  is  arguoti 
that  their  call  at  St.  John  would  detract  nothing  from  their  safety,  and 
hat  httle  from  their  dispatch. 

All  history  and  experieiic(!  prove  that  the  nrces'-ities  of  commerce 
seek  out  the  nearest  and  shortest  routes  for  travel  ai<d  business.  Calais 
and  Dover  have  been  the  points  of  embarkation  between  Kngland  and 
the  <;ontinenf  of  Europi*  ever  since  the;  invasion  of  Jiritaia  by  'Ja\sar, 
and  fi)r  the  sole  reason  that  they  are  tluj  nearest  po.  ts  bet  •  cen  th( 
island  ot"(ireat  Ihitain  and  the  cotilinent.  Where  Ca's;a  crossed  th* 
straits  of  Dover,  the  submarine  telegra[)h  now  transmits  iiitelligcii^c 
from  every  portion  of  Knrop<',  on  its  way  to  North  America.  A  glance 
at  the  map  of  the  world  shows  that  in  all  time  j)ast,  th(>  point  o  "  islands 
or  continents  which  approach  the  nearest  havi;  i)econi<'  th'  hi^iiways 
of  their  intercourse  and  commerce.  Cape  Surium  wuc,  tli(>  point  of 
concentration  t(»r  tiie  Irach*  of  Crecce,  because  it  was  the  nearest  point 
to  Kgyj)t.  'I'lie  Appian  Way  was  cxteiah'd  from  Capua  to  Ih  undusium, 
on  the  Adriatic  gulf,  because  that  was  the  nearest  good  harbor,  near 
th(!  narrowest  part  of  the  Adriatic  sea,  in  the  most  dire cl  line  from 
llonu!  to  C'onstantinoj)le.  In  modern  times,  that  most  wonderful  and 
costly  work,  tin?  liritaiuiia  tubular  bridge  across  thi;  M(  nai  strait,  has 
b(!en  ereeted  at  vast  (>xpeiise,  simply  because;  it  is  in  tli(>  mo.sl  direct 
tine  from  London  to  Dublin  aiul  Ireland. 

Under  tla;  impulse  given  to  connnunication  between  Kuroj)(»  and 
America  by  the  last  ocean  steamers  now  trave-'ino;  the  Atlantic  with 
speed  and  eertainly,  and  the  (luickening  inline;:  .•  f  tlu^  eleetric  tele- 
graph, spreading  its  network  of  wires  over  tla;  Uiiglh  and  breadth  of 
the  continent  l()r  the  instant  communication  of  intelligence,  it  is  but  rea- 
sonable to  believe  that  tla;  n(;arest  points  lu'tween  the  continents  of 
Kurope  and  America — between  the  west  oast  of  Ireland  and  the  cast- 
ertmiost  point  of  Newfoundland — will  be  established  as  the  highway 
li>r  communication  between  this  country  and  Kuropis  to  insure  the 
transmission  of  iut(^lligence  in  the  shortest  j)<)ssil)le  space.  Nature  ap- 
pears to  have  decreed  this  ;  and  it  only  remains  l()r  man  to  carry  out, 
in  the  most  advantageous  manner,  what  has  b(;en  thus  decreed. 

The  legislature  ot  Newfoundland  appears  to  be  (idly  alive  to  the  im- 
jM>rtance  of  the  geographical  position  of  the  harbor  of  St.  .John,  and 
lirmly  impressed  with  the  belief  that,  by  means  of  steam  communica- 
tion with  Ireland,  it  must  be  the  point  from  which,  without  dispute,  the 
earliest  and  latest  intelligence  will  be  transmitted  between  Europe  and 
America.     Influenced  by  this  impression,  it  has  made  liberal  otters  to 


528 


ANDREWS'    REPORT  ON 


parties  who  will  undertake  to  make  St.  John  a  port  of  call  for  trans* 
Atlantic  steamers,  and  will  establish  a  line  (if  electric  telegraph  from 
thence  to  Cnpe  Breton,  within  a  given  period.  B(\^i(les  other  advan- 
tages, it  has  voted  to  pny  a  bonus  of  $7,500  tor  each  one  hundred  miles 
of  telegraph  line,  and  $.12,500  per  annum  for  fiv(.«  years  to  a  line  of 
steamers,  calling  twice  each  month  at  the  port  of  St.  .John. 

LIOHT-IIOUSES    ON    THE    EASTERN  COAST  OF   NEWFOUNDLAND. 


.■'ifv 


These  light-houses  are  said  to  be  as  good  as  any  in  the  world,  and 
are  thus  described  : 

At  Cape  Bonavista  there  is  a  powerful  light,  revolving  every  two 
minutes,  red  and  white  alternatelv ;  elevation,  one  hundred  and  fifty 
feet  above  the  sea;  seen  at  a  distance  of  thirty  miles.  Tliis  light  is  in 
longitude  52^  8'  west,  latitude  48<3  42'  north. 

At  Ctipe  Spi-ar,  distant  I'rom  Cape  Bonavista  seventy-three  miles, 
there  is  a  powerful  revolving  light,  showing  a  brilli.inl  Ihish  at  intervals 
of  one  miiuitc  ;  elevation,  two  hundred  and  seventy-Hve  fi-et  ;ibove  the 
sea;  seen  in  ;ill  directions  seaward  at  the;  dist;uice  of  thirty  miles.  In 
longitude  52^  37'  5"  west ;  latitude  47°  30'  20"  north. 

At  C;ipe  ifitce  is  fixed  a  beacon-tower,  in  lonijitude  52='  59'  west, 
latitude  40^  40'  north  ;  distant  from  Cape  Spenr  liliy-six  miles.  This 
beacon-tower  is  hexiigonal,  painted  in  verticid  stripes,  r(.'(l  and  wliite 
alternalely.  It  has  a  sk<4eton  ball  at  the  top,  pointed  red;  its  height 
is  sixty-five  fi''t,  and  it  stands  on  ground  one  hundred  .and  f()rty  fiL'ct 
above  the  level  of"th(!  sen. 

At  Cape  I'ine,  distant  from  Cape  Race  thirty-two  inili's,  is  a  power- 
ful revolving  liiilil,  three  times  a  minute;  its  elevation  nbovf;  tlif;  sea  is 
three  hundu  d  and  two  feet,  and  it  can  be  seen  from  all  |)i)ints  to  sea- 
ward at  the  distance  of  thirty  miles.  Longitude  53^  32' 12"  west ; 
latitude  4(5^  37'  12"  north. 

In  iiddilion  to  tliese  lights,  there  is  a  good  fixed  liulit  at  the  entrnnee 
of"  the  liai  l)iir  oi'  St.  .John,  on  the  southern  head,  in  longitude  52^  40' 
50"  west,  and  latilu'le  47°  33' 50"  north.  In  f()ggy  weather  a  heavy 
eighteen-pound  jiun  is  fired  by  day  every  half  hour,  thus  enabling  ves- 
sels to  I  tin  at  all  times  tor  the  Narrows,  the  \vater  being  deep  and  the 
shore  bold.  The  greatest  distance  between  any  two  lights  on  this 
coast  is  eiiihty-eiglit  miles;  and  as  each  light  can  be  seen  thirty  mih-s 
in  clear  wcailier,  there  would  be  but  twenty-eight  miles  to  run  without 


see  I 


»« 


'Ullt. 


The  cost  of  the  best  coals  l()r  steam  purj)oses,  at  the  port  of  St.  Join 


as 


fi>ll 


()\\  ; 


Coals  fr(»ui  Sydney,  C^ipe  Breton S4  !)0  p(T  ton. 

Coals  Iroin  l*ictou.  Nova  Scotia 4  (iO      do. 

Coals  from  Troon  and  Ardrossan,  Scotland 4  l)(i      do. 

The  duty  on  coals  at  Newf()un(lland  is  30  cents  per  chaldron,  (Mjual 
to  25  cents  p('r  ton,  which  is  included  in  the  above  rates. 

The  trade;  and  commerce  of  the  port  of  St.  John  is  very  considerable, 
as  will  be  seen  by  the  various  statements  which  li^llow. 


COLONIAL   AND   LAKE    TRADE. 


529 


)r  trans* 
ph  from 
■  advan- 
ecl  miles 
1  line  of 


lND. 

jrld,  and 

k^fry  two 
and  fii'ty 
ight  is  in 

>e  miles, 
intervals 
ibove  the 
liles.     In 

59'  west, 
•s.  This 
nd  white 
its  height 
torty  leet 

a  pdwer- 
'\o.  sea  is 
s  lo  s(!a- 
2"  \v<5st ; 

•lit  ranee 
ry>o  ^UY 
I  heavy 
iiig  ves- 
and  the 
on  this 
rty  iiiih'S 
uithtnit 

St.  John, 


])VT  ton. 

do. 

do. 

m,  (Mjual 

idcruble, 


In  the  years  1850  and   1851  the  number  of  vessels  whieii  entered 
inward  at  the  port  of  St.  John,  Newfoundland,  was  as  follows : 


Countries   from   which   vessels 
entered. 


Europe  : 

Great  Britain 

(ruern.^cy  and  .Jersey 

Spain 

I'ortiiifal 

1  )enniark 

CJerniany 

Italy 

America  : 

liritisli  N.  American  colonics 

liritisii  Wesi  Imlios 

United  States 

Spanisii  West  Indies 

Brazils 

Total 


1850. 


No.  of 
vessels. 


Tonnage. 


Men. 


1651. 


No.  of 
vessels. 


131 
3 
()5 
4G 
5 
25 
13 

380 
2f) 

105 

(>4 

3 


20,281 
221 
8,817 
5,. '533 
808 
4,108 
1,539 

3C,5.'')2 
3,527 

12,978 

8,79G 

C57 


8G5  I  103, -17 


1,121 

14 

521 

530 

41 

211 

95 

2,192 

218 

729 

G12 

3(i 


G,120 


138 

4 

f)G 

4G 

4 

37 

.3 

.377 

2G 

99 

38 

4 


842 


Tonnaijo  I  Men. 


21,114 

385 
9,G.35 
5,515 

853 

C,2S1 
420 

37,773 
3,144 

12,552 
4,512 

872 


1,143 
23 

522 
325 

38 
318 

27 

2,183 

199 

645 

300 

51 


103.016 


5,774 


The  niiinbor  of  vessels  whieh  cleared  Ironi  St.  Jolm  in  the  same 
years  was  as  follows: 


Count rics   from   which   vessels 

1850. 

1851. 

cleared. 

No.  of 

vessels. 

Tonnage. 

Men. 

No.  of 

vessels. 

Tonnage. 

Men. 

Kurope  : 

Clreat  Britain • 

78 

6 

1 

58 

31 

11,173 

809 

104 

7,0(15 
3,750 

623 

47 

6 

.141 

235 

82 

8 

11,148 
733 

617 
41 

Ionian  islands 

t>|>;ilH ••••«••••..••••» 

34 

57 

,1 

1 
1 

4,097 
7,. 390 

107 
3,642 

147 
62 

303 
451 

7 
252 

7 

Italy 

4G 

2 
o 

389 
62 
31 
15 

1 

1 

42 

(;,3GG 
352 

'89 

42,517 
8,429 
2,971 
1,915 
118 
95 
8,149 

""398' 
13 
14 

7 

2,478 
514 
194 
111 
7 
5 
445 

Sicily..... • •••• 

Madeira 

4 

France 

America  : 

IJritish  N.  American  colonics, 
liritish  West  Indies 

...     . . . 

343 
61 
27 
17 

0 

•** 

41,898 
8,718 
2,865 
2,099 

388 

2,335 
514 

Cniled  States ,. 

169 

Spanisii  \V'est  Indies.. 

120 

Danish  West  liulics 

19 

St.  I'icrre 

15razils 

38 

7,^97 

429 

Total 

766 

94,063 

5,638 

703 

91,191 

5,268 

34 


530 


ANDRKWS      REPORT    ON 


As  furnishing  an  insight  into  tho  general  character  of  the  trade  and 
business  not  only  of  the  port  of  St.  Jt^hn,  but  of  Newfoundland  gen^^- 
rally,  the  following  statements  of  imports  and  exports  at  that  port  are 
here  submitted. 

The  first  is  a  statement  of  the  (|uanlitics  of  each  description,  of  im- 
ports at  the  port  of  St.  John  in  1850  and  1851,  with  its  increase  or 
decrease. 


i 


I! 


ti-' 


f 


)  f 


Articloa. 


Bread .... 

Flour 

Corn-meal . 
Pork 


Weiglit  or 
measure. 


1850. 


r.wt... . 
barrels, 
.do.... 
.do.... 


Beef. '..do, 

Butler j  cwt 

Rum '  piini;lieotis 

Molasses !.  .do. . . 

Brown  sugar I  cwt. . . , 

Coffee [..do... 

Manufactured  tobacco ' .  .do. . . 

Tea '  i)ounds 

Soap '  boxes  . 

Candles '.  .do... 

Salt I  tons  .. 

Coals |.  .do 


I 


Pilch  and  tar '  barrels. 

Potatoes '.  .do. .  .  . 

Oats '   busliels. 

Lumber ''  M 

Oxen  and  cows ] 

Mlieci) ' 


58, 5r.fi 
82,488 

!);71G 
U),2.'-).1 

2,410 

12,05fi 

901 

0,85G 

17,.'-)71 

888 

I,8!)0 

2.')4.4IM 

12.  KM 

4..'.'.)8 
l!).;t48 
IS. 025 

:i.240 

(),?•.'(; 

24,225 
.•<,77S 
2,7I,S 
:<,.541 


1851. 


Increase. 


Decrease. 


80 
lOG 

i;j 

o 
13 

7 

1 

3.V.) 
11 


,143 

,084 
,809 
,309 

522 
',370 

722 
,313 
,035 
,92(i 
,0K7 
,334 
,707 
,l.->9 


21,. 587 
23,596 


112 
1,314 


5,465 

1,038 

1,197 

104,930 


5,847 
5,944 


2fi9 
2,. 543 


It) 
3 
10 
34 
4 
o 
o 


,570 

,«;i3 

,029 

.!^5t) 

,449 

,203 
,.502 
,830 


2,022 


454 
1 ,  439 


i        4,1.30 
!       10,224 


1,412 
211 


4S5  I.,., 


708 


The  following  ^tat<.Mnrnt  exhibit.^  the  (|UMiifities  of  the  various  de- 
scriptions of  gtjods  exported  from  the  port  of"  St.  .John  in  the  same  years, 
1850  and  1851: 


ArticlcH. 


Weight  or 
measure. 


1850. 


Dried  fish  : 

To  Portugal <iuiutals. 

Spain do . 

Italy do. 

British   West  Indies ...do... 

Ura/.il do.  .  . 

ikitish  America do. . . 

Kngland  , lo .  .  . 

Scotland do.  . . 

Ireland do.  .  . 

( )tluT  ports do .  .  . 

Seal  and  whale  oil tons  .... 

Co<l  oil I do... 

Blubber [....do... 

Seal  skins  :  i 

Tijl'niled   Kingdom nui:il)iT.. 

Unilcil    Slates     and    Hrilish 

A'liericu do. . . 

Salmon ticrcrs  .. 

Herrings barrels.. , 


85,243 

123.040 

114,005 

1 1 7, 7.50 

IOs.0-4 

25,  .391 

0,990 

5,025 

7,035 

09,2.5S 

4 ,  t-0.>s 

2,447 

578 


1851. 


Increase. 


100,905 

70,113 

OS,. 5.33 

110,731 

114,757 

ll,:is9 

7 ,  425 

2.023 

7,-72 

09,523 

5,411 

2,273 

aG5 


7G,.5tJ2 


0,073 
4.35 


205 
G43 


:t.39,075       .•1^1,333         42,258 


I.0(»0 
I,9.".0 

8,45V 


7.50 

3, 129 

14,079 


1,179 
5,022 


Decrease. 


52,937 

40,130 

],0!9 


14,002 


2,402 

3g;i 


174 
313 


250 


jS 


!    .-: 


trade  and 
and  geno- 
t  port  are 

ion  of  im- 
acreasc  or 


.     Decroase. 


5,847 
5,944 


1'2 


'J4 

85 


S2G0 

;2,:'4;j 


454 
1 .  43'J 


1,41-2 
'J  1 1 


15(i 
708 


various  dc- 
;aiiH'  Vfar?:, 


Decrease. 


)7;> 


IM.' 


.'t;.') 

t>4:i 


5i>,"j:n 
4(i.i:t<i 

1,0 1'J 


i4,on'j 


•»>,4U^ 


,'5S 


171 

:ii:t 


150 


I 


■  i 


COLONIAL   AND    LAKE    TRABE. 


531 


In  addition  to  the  quantity  of  cod  mentioned  above  as  having  been 
exported  during  the  year  1851,  there  were  in  store  at  St.  John  on  the 
20th  of  January,  1852,  no  less  than  181,000  quintals  ready  for  exporta- 
tion the  coming  spring. 

The  value  of  the  imports  into  the  port  of  St.  John  from  the  United 
States  during  the  year  1851  was  as  follows:  In  British  vessels, 
$6G0,G85;  in  American  vessels,  §^75,G50;  total  value  of  imports  from 
the  United  States  in  1851,  $736,335. 

The  l()llowing  statement  compris(;s  an  account  of  the  various  de- 
scriptions of  articles  imported  into  the  port  of  St.  John  from  Canada 
in  the  years  J850  and  1851,  with  the  (quantity  and  value  of  each 
article : 


Description  of  articles. 


1850. 


Quantity. 


Ale  and  porter barrels.  . . . 

Apples barrels. .  .  . 

Bacon  and  lianis cwt 

Uarley bushels  . . . 

Beof barrels. . . . 

Bread cwt 

Bricks number  .. . 

Butter cwt ' 

Candles pounds...  . 

Carriaijes number  ... 

Clocks 

Indian  corn bushels  ... 

Flour barrels.  ... 

Furniture ' 

t  lorses ' 

Indian  meal barrels 1 

Lard pounds. ... 

Laths number  ..  . 

Lumber feet I 

Malt 


402 
52 

122 
2,(i06 

294 

8(>2 

8,000  i 

2,479 

G,485 

2 


Value. 


1851. 


Quantity. 


2,084 
29,180 


f/J,  1.3.3 

4,187 

40,800 

224,561 


Oatmeal barrels.  . . . 

Oats bushels  ..  . 

Pease barrels. . .  . 

Pork - barrels 

Potatoes  and  turnips barrels. . .  . 

Shingles thousands  . 

Soap pounds 

Timber tons 

Tobacco pounds. . . . 

Ifndefnicd  spirits gallons.. . . 

Vinegar gallons. . . . 

Wine gallons. , . . 

Onions barrels.  . .  . 

Staves number  . .  . 

Miscellaneous 


G60 

1,188 

730 

120 

147 

1,245 

67,678 

1C2 

565 

586 

441 

60 


173,823 


Total. 


$3,025 

110 

1,7.35 

1,360 

2.305 

2,275 

45 

37,160 

665 

210 

100 

2,750 

156,400 

40 

50 

1,750 

345 

50 

2,250 

495 

3,110 

400 

1,445 

1,45(» 

105 

3,115 

1,910 

825 

95 

730 

125 

150 


236 

107 

46 

15 

239 

2,845 


3,117 
3,874 


10,226 
37,487 


461 


20 
273,028 


359 
4,149 

486 
2,035 

520 

815 
10.000 

265 
3,146 


5.670 
940 


20 

185 

369,. 599 


233,250 


Value. 


11,842 

255 

530 

22 

1,455 

7,050 


46,600 
606 


4,876 
185,800 


1,550 


15 
2,720 


1,710 

1,2*15 

1,185 

28,250 

600 
2,050 

387 
1,385 

750 


90 
325 

j,787 
187 


300,322 


The  imports  into  the  port  of  Si.  John  in  1851  from  the  British  West 
Indies  are  thus  stated :  Molasses,  20,063  cwt. ;  value,  $49,050.  Rum, 
49,4H  gallons;  value,  $21,595.  Brown  sugar,  2,188  cwt.;  value, 
$10,780".     Total  value  from  British  West  Indies,  $82,325. 


532 


ANDREWS      REPORT   ON 


From  Spain,  the  imports  at  St.  John  in  18.01  were  as  follows :  Corks, 
11  cwt.;  value,  $115.  Feathers,  5,93G  lbs.;  value,  $430.  Dried 
fi-uit,  36  cwt. ;  value,  $255.  Olive  oil,  424  f^allons;  value,  210.  Salt, 
482,504  bushels ;  value,  $38,055.  Wine,  3,325  gallons ;  value,  84,700. 
Total  value  of  imports  Irom  Spain  in  1851,  844,305. 

From  Portugal  the  imports  in  1851  are  thus  stated: 


Articles. 


Candles poiinds, 

Curks rwt.. . . 

Corkwood do., . . 

Dried  fruit do.. . . 

Grccii  fruit i)o.\cH  ., 

Fcatiicrs pounds. 

Olive  oil gallons. 

Onions Iiusliols 


Salt . . 
Wine 


(1(1 


Total  value  of  imports  at  S.  John,  in  ISf)!,  from  Portugal. 


Quantity, 


1,(340 

48 

78 

(i 

28t> 

2,1)88 

1,0(1.') 

828 

1. -<.').  8:)4 
;i.'),;ni) 


Value. 


130 
45 

205 

1,01(» 

1,035 

17.0()5 

47.880 


(;s,2H 


Fnun  Germany,  in  185],  tlic  imptnts  at  the  port  ol'St.  Joiin  wvic  as 
follows : 


Articles. 


Quantity. 


Value. 


I     I 


Bacon  and  hania cwt., 

Salt  lieef. ^ do.. 

lircad  and  biscuit do.. 

Bricks 


Butter cwt 

Cabinet  wares 

Cordage cwt , 

Oatmeal barrels*. . , 

I'easc  (round) do , 

Pease  (split) cwt 

Glass  and  irlasswaro , 

Leather  manufactures 

Oakum cwt , 

Pitch  and  tar barrclii. , , 

Pork cwt 

Wine (ralluiis... 

Woollen  manufactures 


Total  value  from  Ccrmaiiv  in  1851, 


;n2 

2!)(i 

48,(1.13 

7'J(i.  100 

3,043 


H)3 
4!tit 
3.37 
250 


$4.!)t-5 

l.d.'.O 

l'J8,(J45 

2.4!t5 

.35,(;i5 

2.2(i0 

(I.OfJO 

2.315 

2,^75 

5!»5 

4,(;.35 

l(i..'-.35 

2>5 

1.215 

25,670 

70 

10.2;i5 


310,200 


W 


•a 


#• , 


vs:  Corks, 
0.  Dried 
JIO.  Salt, 
ue,  $4,700. 


Value. 


$150 

155 

130 

45 

535 

205 

1,010 

1,035 

17.01)5 

47.f*rti) 

(1S,2H 

" 

lU  WlTC  IIS 


Value. 


$4.9^5 

!,»;.'.( I 

108,(545 

2,405 

35.<il5 

2. 2(10 

li.OOO 

2,315 

2,1^75 

505 

4.035 

1(1.. '■)35 

1,215 
25,670 

70 
10.2<)5 

310,200 


COLONIAL   AND    LAKE    TRADE. 

The  imports  from  Denmark  in  1851  were  as  Ibllow : 


633 


Articles. 


Quantity. 


Bread  and  biscuit cwt.. 

Bricks M. . . 

Butter cwt. . 

Pork do... 

Glassware 

Cotton  manufactures 

Lcatlier ' 


9,627 

36 

297 

348 


Wooden  wares 

Woollen  manufactures. 


Total  from  Denmark  in  1851. 


Value. 


$35,435 

190 

4,455 

2,625 

115 

1,160 

2,025 

690 

4,065 


50,760 


From  tbiC  Spanish  West  Indies  the  imports  in  tlie  j'ear  1851  were  as 
follows  : 

From  Cuba. 


Articles. 

Quantity. 

Vi 

ilue. 

ColVeo 

■   •..••■■a.  .cwt.    . 

122 

26,586 

580 

2,775 

47,750 

§625 
66  465 

Molas.scs 

limn .,.••... 

JTJillollS.  . 

290 

Brown  sufar 

11,475 

Cigars 

615 

Total  value  . . . 

79,470 

From  Porto  Rico. 


Articles. 

Quantity. 

V 

aluc. 

CniVi'P 

20 

5,403 

180 

1,209 

30,250 

§200 

13,7.->5 

95 

i\ti 

Ruin • 

,  ,11'tillons. . 

rxft 

0,400 
375 

Totul  value, ,. . 

20  825 

Total  value  of  imports  in  1851  from  Spanish  West  Indies §100,295 

The  cfiange  in  the  navigation  liiws  of  Great  Britain  enme  into  opera- 
tion on  th(!  5th  January,  1850;  and  our  vessel?^  immediately  availed 
thc'inselve.s  of  the  new  deseription  of  freights  whicii  th(>  new  arrange- 
ments oiI(?red  to  them  at  N(nvti)undland.  It  will  no  doubt  be  interesting 
to  observe  the  eourse  of  tralKc  which  our  vessels  have  adopted  with 
respect  to  this  colony  during  the  past  year,  when  the  business  became 
better  understood.  The  i()llowing  statement,  showing  the  number  of 
our  vessels  which  arrived  at  the  port  of  St.  John  during  tiie  year  1851, 
with  the  places  whence  they  came,  and  the  nature  of  the  cargoes  they 
brought — as,  also,  the  ports  for  which  lliey  sailed,  and  the  nature  of 


M 


534  ANDREWS*    REPORT    ON 

the  freight  they  took  ?iway — mi: .'  therefore  prove  both  interesting  and 
useful,  not  only  to  the  departtnen!,  but  to  commercial  men  generally  : 


El  Dorado 
Poultney. . 

Exporter. , 


Charles  William . 


Charles  lie.  '-v.. 


u 
bo 

si 

a 

a 
o 


Avon , 


182 
231 

179 


140 


144 


147 


^ 


Baltimore 
....do.... 

....do.... 


New  York 

Matanzaa. 


o 


a 


I'lirk,  flour,  and  nteal. 

I'ork,  flour,  meal,  and 
broad . 

Flour,  bread,  butter, 
pork,  bee!,  laudles, 
toba'To,  coTi.  tar, 
cheese,  and  n.o. 

Flour,  ten,  t>oap,  hats, 
clocks,  Uried  apples, 
oatmeal, and  cluv  ye. 

Molasses 


^ 


a 
O 


Pernambuco    Dried  fnU. 
. . .  ,<Xo. . . .  ■  .] d(!. 


Panama ^  l.'iS  . . .  .dj.  , .  ! 

Phnnix '  14!) <Io ' 

Water  Witch  .,  .1  1G7    Buhiii  oio.' 

El  Dorado I  Itiiil . .  .dr, . , . . 

T.  M.  Mayhew. . :  176' ':  Montr- al . 

T.  M.  Ma;,-hew. .]  Mil  i  Sydney.. . 
Andrew  King. ..  .1  108]  Bo.stoii... . 


Bread,   flour,  h'jiler, 

uiid  porK 
Killatil. .. 

.     .      ,    CO       .4....     .■•■..     ..I 

Flour  and  corn  meal. . 

Fii)ur  ■;.  rid  pork 

Flouf;   tobacco,    and 
butter. 

Coals , 

Molasses , 


St    J ago  de 


..do. 


Sydney,  B.  .  In  hallast,  to  njceivc 
;  coaji  at  Sydney 
;      nnncs. 

Pictou ;  In    liul'ast,    !u    lotv! 

(.•i-.ls     at     Pictou 


Sicily 

Pernambuco 
Gibraltar. . . 
Pernambuco 

. . .  .do 

Sydney, B.. 


'  Pictou 

....do. 


ntiiieH. 
Drioil  ood. 


do. 

do. 

,  ....do. 

do. 

Bali;i'4,  (for  coals.) 


.do. 
.do. 


Except  occasi<<nally  in  the  months  of  February  and  Marcli.  wiien  in 
severe  seasons  tiie  ice  is  on  the  coast  of  Newfoundliind,  the  harbor  of 
St.  John  is  always  easy  of  access.  In  order  to  show  the  n-uribcr  of 
vessi  's  which  have  entered  and  cleared  at  St.  John  in  (wcry  month 
of  the  year  during  the  years  1848,  1849,  and  1850,  the  following  state- 
ments have  been  published  in  the  cohmy  : 


Months. 


Inward. 


1848. 


1849.    I    1850 


Outward. 


1848. 


1849. 


1850. 


January 

February  

March 

April 

May 

June 

July 

August . 

Septcniiier 

October ^ 

November 

December 

Total :      777 


3-y 

31  i 

21 

28 

31 

28 

l(i 

14 

2G 

12  i 

14  \ 

20 

9 

19 

18 

11 

11  ! 

11 

;}5 

«4 

27 

25  ! 

32  i 

23 

1(12 

7H  1 

118 

94  1 

71  i 

(il 

70 

(I.". 

8(i 

97 

89  I 

122 

9S 

84  ! 

81 

(.(> 

fil  1 

73 

1(»2 

115  ; 

138 

70 

75  1 

71 

IKi 

i(tr> 

115 

122 

138 

159 

H.'i 

102 

82 

78 

101 

95 

Ml 

8H 

72 

C9  ' 

72  ! 

64 

28 

40 

44 

45  i 

44 

42 

805 


828 


7.39 


769 


!>'  '^ 


esting  and 
ncrally : 


o 


o 


COLONIAL   AND    LAKE    TRADE. 


535 


r^ii. 


Il  is  believed  that  the  returns  of  tlie  trade  and  commerce  of  this  im- 
portant colony  are  more  full  and  correct  tiian  ever  belbre  presented  to 
Congress.  They  were  compiled  Irom  trade  returns  of  the  customs, 
which  are  annually  made  uj),  in  a  very  correct  and  comprehensive 
manner — as  much  so  as  iliose  of  any  commercial  port  on  this  conti- 
nent. My  thanks  are  presented  to  honorable  Mr.  Little,  member  of 
the  Provincial  Assembly,  l()r  much  valuable  inlcu'mation  relating  to  the 
trade,  resources,  and  great  injj)()rtance  of  the  fishing  interest  of  diis 
colony ;  to  the  honorable  Mr.  Kent,  the  collector  of  the  port ;  aiid  to 
several  other  gentlemen. 


ast.  to  receive 

'    at    Sydney 

;s. 

'ast,    fu   loi".'! 

i     at     Pictoi; 

3H. 

cod. 
). 

3. 
3. 
J. 

t,  (for  coals.) 

.  .do. 
.  .do. 


h.  when  in 
3  liarbor  of 
ii'imber  of 
'cry  month 
\vin<T  state- 


vard. 


49. 


1850. 


:u 

28 

14  i 

20 

11 

11 

:j2 

23 

71  1 

(il 

m 

122 

fii  1 

73 

75  1 

71 

38  1 

159 

01  ! 

95 

T2     1 

64 

44 

42 

i39 


769 


COLONIAL   AND   LAKE    TRADE. 


537 


PART   IX 


i^ 


THE  COLONY  OF  PRINCE  EDWARD  ISLAND. 

Cljurloiio  Town,  llie  capital,  is  in  lat.  40°  l4'norlh,  Ion.  63°  8'  west. 

Tho  island  of  Prince  Edward,  ibrmorly  called  St.  John's  island,  is 
situated  in  (i  deep  recess  on  the  western  side  of  the  Gulf  of  St.  Law- 
rence. It  is  separated  from  New  IJruuswiek  and  Nova  Scotia  by  the 
straits  of  Northumberland,  which,  at  their  narrowest  part,  are  only 
nine  miles  wid(!. 

This  ishmd  is  somewhat  crescent-shiiped ;  its  length,  measured  on  a 
line  ihrniifih  its  eenlre,  is  about  one  hundred  and  thirty  miles  ;  its  greatest 
breadth,  thirly-li)iu  miles  ;  in  its  narrowest  part,  near  the  centre,  it  is 
only  f()ur  miles  wide. 

The  east  point  of  Prince  Edward  Island  is  distant  twenty-seven  miles 
from  Cape  linton,  and  one  hundred  and  twenty-five  miles  from  Cape 
Ray,  the  nearest  j)oint  of  Newfinuidland.  Owing  to  the  manner  in 
which  tiiis  island  is  intersected  by  the  sea,  there  is  no  part  of  it  distant 
more  than  eight  miles  from  tide-water. 

The  whole  sinlace  of  tlu;  island  consists  of  gentle  undulations,  never 
rising  to  hills,  nor  sinking  to  absolutely  flat  country.  The  soil  is  a 
bright  reddish  loam,  (piite  ficc  fiorn  stone.  The  entire  island  is  a  bed 
of  rich  alluvium,  ("levated  from  tiie  sea  l)y  some  convulsion  of  nature, 
or  else  left  dry  by  the  gradual  recession  of  the  waters  of  the  gulf. 
Tliire  ari"  n)any  beautiful  bays  and  safe  harbors  ;  and  wherever  a  brook 
is  not  t()und,  good  water  can  always  be  had  within  eighteen  feet  of  the 
surliic(,',  by  sinking  a  well. 

The  soil  is  admirably  adapted  for  agricultural  purposes  ;  it  is  easily 
worked,  and  there  is  abundance  of  sea-manure  everywhere  at  hand. 
There  are  no  stones  to  impedi;  the  plough  ;  in  fact,  stone  is  so  scarce 
that  such  as  is  recjuired  for  building  pur[)oses  is  imported  from  Nova 
Scotia.  Wheat,  oats,  barley,  and  potatoes  are  staple  products,  and  are 
produced  abundantly. 

The  area  of  Prince  Edward  Island  is  estimated  at  2,134  square 
miles,  C(iual  to  1,3().'3,000  acres.  According  to  a  census  taken  in  1848, 
the  population  amounted  to  62,678  souls,  being  in  the  proportion  of  one 
8(jul  to  every  twenty-two  acres  of  land,  or  nearly  thirty  souls  to  the 
square  mile. 

The  climate  is  neither  so  cold  in  winter  nor  so  hot  in  summer  as  that 
of  Lower  Canada,  while  it  is  free  from  the  f^)2fs  which  at  certain  seasons 
envelope  portions  of  the  shores  of  Nova  Scotia  and  Cape  Breton.  Its 
climate  is  very  nearly  the  same  as  that  of  Cape  Breton,  but  more 
equable  ;  the  seasons  are  very  nearly  the  same.  It  is  exceedingly 
healthy  in  every  part. 


538 


ANDUEWS'    REronT    ON 


VI 


ri 


'I 


he 


This  island  was  discovered  by  Schasliaii  Cabol,  on  Si.  John's  da 
(24Ui  June,^  1497,  and  liicnci!  rocciivcd  the  name  of  St.  John.  TIic 
English  look  very  liuh;  notice  ol"  this  (hscovery,  ahhon;L;h  nuide  nndcr 
their  own  Hag  ;  but  the  Gulf  of  St.  Lawrence  was  very  soon  visited 
by  the  Hns(|nes,  Bretons,  and  Normans,  on  account  of  its  lisheries. 

Sj)  early  as  IfiOG,  lean  Diiiys,  a  pilot  ofHonlleur,  |)nl)lish('d  a  eh.'irt 
of  the  gulf,  and  of  this  island. 

It  contiinietl  to  be  the  resort  of  French  fislMnnien  \Hitil  iGf)'],  when 
it  was  leased  by  anth(»rity  of  the  King  of  France  to  the  Sienr  Dou- 
bletti',  and  his  associates,  as  a  fisiiing-station.  As  the  French  did  not 
encourage  settlements  near  their  lisliing-stations,  any  more  than  the 
English,  very  litti(;  progress  was  made  in  its  colonization,  until  after 
the  treaty  of  Utrecht,  in  1713.  Its  settl(;ment  and  agricultural  improve- 
ment were  then  encouraged,  in  ordtT  that  the  islan<l  might  l()rm  a 
granary  (()r  the  suj)ply  of  the  fortress  of  Lonisbourg,  upon  which  so 
much  money  was  exj)ended. 

At  the  taking  of  Liuiisbonrg,  in  llfiS,  was  stipulated  in  the  articles 
of  capitulation,  that  llii;  Frencii  of  St.  John's  island  should  lay  down 
their  arms.  The  island  was  shortly  after  taken  possession  of  by  a  hotly 
oi'  British  troops.     It  then  contained  ten  thousand  French  inhabitants. 

After  the  treaty  of  i'aris,  in  1703,  by  which  France  ceded  this 
island,  with  her  other  North  American  ('oionies,  to  England,  the  Frendj 
inhabitants  were  driven  oiY,  as  on  all  occasions  they  evinced  great 
hostility  to  the  Eiiglish. 

A  survey  of  this  island  was  completed  in  17()(),  when  it  was  divided 
into  sixty-seven  townships,  nf  about  twenty  llionsand  acres  each.  The 
whole  of'  ihese  townships  (with  the  exceptiou  of  two,  then  occuj)ie(l  Jjy 
0  fishing  company)  were  disposed  of  in  London,  in  one  day,  by  way 
of  lottery,  the  tickets  being  distributed  among  ofliccrs  of  the  army  and 
navy  who  had  served  in  the  preceeding  war,  and  other  persons  who 
had  claims  upon  the  governnienl. 

In  1770  I'rinee  Edward  Island  was  separated  fi-om  Nova  Sc  '«tia,  and 
erected  into  a  separate  colony,  with  a  lieutenant  governor,  an  executive; 
and  legislative  council  of  nine  members,  ;iiid  a  house  of  asseuibly  of 
fifteen  members.  It  has  since  ('ontinned  I"  mjoy  representative  insti- 
tutions; the  execntivt;  and  legislative  council  has  i)een  divided  into  two 
distinct  councils,  and  very  recently  the  principles  of  responsibh;  gov- 
ernment hav'e  been  established  in  this  coloiiy. 

The  crown  has  very  little  land  tiir  sale  in  this  colony — meri'ly  the 
residue  of  the  two  townshi[)s  that  were  not  dis[)ose(l  of  by  the  lottery. 
The  price  at  whitOi  small  lots  an;  sold  i  about  three  dollars  per  acre. 
The  proprietors  rarely  sell  any  of  their  lanch  :  but  when  they  do,  the 
price  is  about  live  dujliirs  pr,  acre.  Farm  Inis  are  usually  leased  at 
twenty  cents  per  acre   [)er  annum,  l")r  terms  "['  sixty-one   and  ninety- 


lune  vears- 


-ihe  t( 


nant  paynig  ail  cliargos  and  taxe.*' 


>me  proprietors 


concede  to  their  tenants  the  privilege  of  converting  the  leasehold  into 
freehold,  at  twenty  years'  pur(;lias*' ;  but  a  majority  ol  the;  landholders 
do  not  grant  this  privilege. 

By  the  census  return  of  1848,  it  appears  that  the  nunibf>r  of  ficres 
held  in  fe(!  simple  by  occupants,  was  280,049 ;  under  l(!ase,  330,293 
acres  ;  by  written  demise,  31,312  acres ;  by  verbal  agreement,  38,786 


i 


COLONlAIi    AND    LAKE    TRADE. 


639 


1 


ncrcs ;  ;in(l  by  scjunttcrs,  ()/>,434  ncrcs.     The  (luantily  of  nrahh)  land 
then  under  ctiltiviiliou  was  '2ll'),'o      acres. 

Tlu!  croj)  of  18-17  was  as  liillows:  vvlu-at,  210,787  hiisliels  ;  barley, 
75,r>i2J  bushels;  oals,  74f),383  bushels;  potatoes,  731,575  bushels; 
lunii[)s,  153,933  bushels;  clover-seed,  14,900  pounds;  and  hay,  45, 128 
Ions.  Tli(^  (|uaiilify  of  potatoes  in  1847  was  much  smaller  than  in  [)re- 
vious  years,  owing  to  the  preval(;nc(!  of  the  potato  rot  that  season. 

The  6t(;ek  oftlie  island  in  18-18  was  as  follows:  horses,  12,845;  neat 
cattle,  49,310;  sheep,  5)2,875;  and  hof^'s,  19,083.  [n  that  year  there 
were  in  the  island  109  (•hurehes,  182  scliool  houses,  13  breweries  and 
distilleries,  110  grist  mills,  27  carding  mills,  139  saw  mills,  and  246 
threshing  machines. 

In  1849  there  were  88  new  vessels  built  in  this  colony,  of  the  burden 
of  15,902  tons;  in  1850  there  were  93  new  vessels  built,  of  the  burden 
(»f  14,307  tons;  in  1851  there  were  89  vessels  built,  of  the  burden  of 
15,(577  tons.  A  large  proj)ortion  of  the  vessels  built  on  this  island  are 
int(!n(lf  tl  ex[)ressly  l!)r  sale  in  Newibundland,  where  they  find  a  ready 
market,  being  well  suited  l()r  sealing  and  the  lisheries. 

On  the  31st  D(>ceml)er,  1850,  the  number  of  vessels  owned  and  re- 
gistered in  Prince  Edward  Island  was310,  of  the  burden  ol"  27,5)32  tons. 
On  the  31st  December,  1851,  the  vessels  owned  and  rcgisten'd  in  the 
island  amou'iled  to  323,  of  the  burden  of  '")1,410  tons. 

The  extent  of  the  import  and  export  trade  of  this  island  will  be  best 
understood  by  the  fiillowing  comparative  statement  of  the  \  aluc  of  im- 
ports and  exports  in  1849  and  1850 : 


Countrii'S, 


United  Kin;r(loin 

liritisli  Ntirtli  Ami'ricun  cDlonioH.. 

Ilritish  West  liulifs 

Uiiiti'd  ytiitos 


1849. 


1850. 


Iinporlni. 


1,140 


Total i       57(i  ,04(t 


l'2xi>ort8. 


jis:<.890 

174.94(1 

2,. 53.") 

:t->,411) 


Iiiipurts. 


$279,898 
.108,4119 

4i,(;o;i 


FiXports. 


$84,996 

181,.14:J 

4,1(;,'') 

55,:»s.'i 


G30,47 


325,989 


The  wide  diflerence  between  the  value  ot' imports  and  thai,  of  exports 
is  made  up  by  th(  salt^  of  n(?vv  vessels  in  (Jreat  Briti'iu  and  Newfound- 
land— an  account  of  which  cannot  be  ascertained. 

By  a  return  published  at  Newlliundland,  it  appears  that  in  the  year 
1851,  the  numbi'r  of  new  v<>ssels  built  at  Prince  Edward  Island,  and 
sokl  in  Newl()undland,  was  10,  of  the  aggregate  burden  of  1,921  tons; 
and  that  the  sales  of  such  vessels  amounted  to  $55,310. 


'  ; 


I 


:: 


lir: 


:\ 


•i! 


i 


040 


ANDREWS     REPORT    ON 


The  vcssols  inward  and  outward  at  IVinco  Edward  Island  if  1S50 
and  18/31  arc  tliu.s  statrd: 

No.  1. —  Vessels  entered  and  cleared  in  IS/iO. 


Countrio8. 


Inward. 


Outward. 


No. 


Tor.». 


No. 


Toiw. 


(ircut  Dritain. . 
HritiHli  cDlonics  . 
Unitcil  StiitoH,  , 
Foreign  Stiitcs. 


18 

498 
34 

7 


4,. 'ids 

17,fiIU 

a,57H 
295 


G4 

518 

40 

7 


1Q,4S4 

a:j,G05 

4,(I.1S 


Total. 


85,017 


038 


40,3-J3 


Number  of  isramon  inward,  2,082;  runiihrr  outward,  2, '30], 
No.  2. —  Vessels  entered  and  chared  in  1851. 


CoimtricH. 


Grout  Hritaiii.. . 
firitisli  ciiliinics. 
IJiiitod  States. . . 
Foreijjn  Slates. . 


Outward. 


No. 


Tons. 


18  i  4,  HO 

470  I  H.04'J 

43  ;  -J,  7^4     , 

a  ,  87    ' 


Total. 


.'i.')3 


24. '.(93 


45 

10,951 

48H 

25,374 

8() 

5,427 

o 

71 

G:.M 

41,823 

NuinhiT  of  .seamen  inward,  2,370  ;  number  outward,  3,G31. 

Tlie  value  of  the  exports  of  this  Island  colony  in  1851  was  as  fol- 
lows : 

To  Ureal  Britain S()8,n25 

British  North  American  colonie.^ 172,304 


United  States. 


19,23G 


Total 3()0,4G5 


COLONIAL   AND   LAKE    TRADR. 


Ml 


iiul  ii-  1S50 


ward. 


Ton*. 


ia,4r.4 

4,i»ns 


40,3-J'J 


01. 


twiird. 


^  — 

-  — 

Toim. 

10 

!).-.! 

v>-. 

:174 

i) 

■\-ri 

71 

41 

823 

31. 

W.'l.S  U.S  lul- 

SfiS,925 
17i»,3U4 
1 19,23(> 

3()(),4()5 


Tfic  Jolhm-inrr  is  k  Hlntcmcnt  of  ihn  i/uantlfif,  rate,  and  amouul  ofthiti/  jiuiil 
on  all  nrtidin  t/ir,  irnnrt/h  jiioihicr,  or  minnifnrtnrr  of  llic  Unittil  S(nkH% 
nnimitrd  into  ihr  colnnij  of  Piiiiii:  I'jihnird  IMdiid,  in   liJ.Ol. 


Articles. 


Quitnllty, 


ApplcM  mill  uiiioiiH 

Stiitiiiiicrv 

IIuuIn  iiikI  )<liueH 

JirriulshillH 

Iturniiijr  tliiid 

Caiiitlrs  luid  i^oaii 

Ciirii  mid  ciirti-iiU'iil. , . , 

I)ry  )ro(ids 

l)ru({H  Hiid  iiiiHliciiinH,, . 

Flour , 

llai'dwiirc 

lA'utliur 

Miil:iNNi'!< 

Nails  1111(1  splkcH 

Oraiiircs  and  li-tiiuiis, , . , 

ritcli  and  tiir 

Kico 

Spirit!) 

ScuiIh 

Stiivt's , 

Siiifiir 

Tea 

Tuliarro 

N'ariiisli  and  turjicntiiin. 

"NVooiIrn  ware 

.^iiiulrii's 


73rt  Imrrols,. . 
|(I1  paikiiircs. 

i:.»....do.... 
:t3i. 


(ii. 


'ji; lo 

4:21.... do 

^44  lilds.  k  l,lM)lilia<rH 

I'iH  jiacka!,ft;N 

;')!) I( 


Ilato  of  duty. 


■I  per  cent. 


10  [icr  cent. . 

T)  jier  cent. , 

lo 


.(Ici. 
.do. 
.do. 
.do. 


(!i"),"(  barrels,. . 

.-'O  packafjcM, 

I.'),  1 1'i  poiiikIh,,  . 

4'..\4'..'il  irallons.. . 

l.'^rj  packages. 

Kl do 

'ih'i  liarreln.. . 

11   packaifes, 

7,MtO  iT'ill"""-. 

UO-J  hajTH 

>>-J 

:)4!t  ewt 

4'J.  lO.'i  poiindH.. . 

ll,l^7.....1o.... 

'i't  packaifcs. 

»;•,'. . .  .do. . . . 


Tola 


»jil  iij  per  barrel.. . , 

.')  per  f'iMil 

y  ci'iitH  |)i'r  111. . 

3  cent*  per  \t\\\\ 

!S  per  cent 

{\o 

■-'  per  cent 

J  per  cent 

tl'2'!  cents  per  gall 
free 

.')  per  cent 

«f\  50  per  ewt 

!S  cents  per  lli., 

(!. . .  .do 

.'>  per  cent 

ID. ...do 

:•.... d. 


Total  duty. 


vlSiJ 

HI 

•JOG 

(!.'■> 

',>!) 

331 

•J(il 

f\6 

14-.' 

3 1 -J 

l,;i;,'.> 

.•|.'> 

1!) 

Ifi 

8 

4,875 


l(i5 

:>!.';) 

..'iO.'i 

717 

11 

•n-i 


M.dv.'!) 


'I'lic  toijil  v;ihic  ot'  the  iirlii-lcs  on  which  the  iibovc  (hity  <>t"  .S14,<I'J0 
Wits  paid  Wits  .'?77,!S.0(^,  the  whole  of  which  Wiis  imporlcd  into  Prince 
Kdwiird  Isliiiid  in  British  vessels,  witli  the  exci^ptioit  ot"  hk  rcii;tn(Hs(^ 
of'the  viilue  ol" .S3,l2()(),  in  iin  Ann  riciin  hoilom. 

In  JiS.OO,  the  Viihieofiirlicle.s,  the  gfowlli,  produce,  and  inannliictme 
ol"  the  I'liited  Sl.'itcs,  imported  into  I'rince  Kdwiird  Ishiitd,  w;is  only 
S4"J,1 13,  ii[)on  which  duties  \\v\v  piiid  iiniountin^  to  S(>,4!20. 

The  wide  diilerencc;  between  lh(!  value  of  imports  tiom  the  United 
►Stiites  in  1850  ;ind  18ol,  Jiriscs  Irom  the  liict  that  in  1851  the  duties  on 
imports  were  i>re;illy  reduced  irom  the  rates  of  the  pr(H-eding  yt  iir, 
aitd  hence  the  incrciised  Viiku;  of  im[)orts  in  1851.  With  llie  hi,i,di  riitc 
of  duties  in  1850,  only  S0,420  was  received  on  articles  of  American 
production ;  while  in  1850,  with  diminished  r;ites,  tht^  duties  on  Amer- 
iciin  production  were  incrciised  to  $14,020  in  the  ii_ti;j:re,c:ate. 

It  is  it  tiiir  inlercnce,  liorn  this  st;ite  of  iiicts,  that  Prince  Edward 
Isliind  would  take  a  much  larger  amount  of  American  goods  if  the 
duties  were  still  further  reduced,  or  if  no  duties  whatsoever  were  levicil 
on  their  importation. 

The  articles  exported  in  1851  to  the  United  iStatcs,  of  the  growth  or 
produce  of  the  Island,  were  as  t()lIows: 

r.arley,  17,929  bushels  ;  boards  and  plank.  12,000  feet;  iron,  GO 
ewt.;  ciiille,  9  head;  iirewood,  20  cords;  dry  fish,  650 quintals;  pickled 


542 


ANDREWS      REPORT   ON 


fish,  1,786  barrels  ;  hard  wood,  74  tons  ;  horses,  3 ;  hacmatac  knees, 
2,215 ;  oats,  222,109  bushels  ;  potatoes,  45,942  bushels  ;  turnips,  3,090 
bushels  ;  wool,  1,700  pounds. 

The  value  of  the  foregoing,  with  the  value  of  sundry  other  articles 
not  enumerated,  amounted  together  to  $119,236.  The  value  of  similar 
articles  exported  to  the  United  Slates  in  1850  was  only  $55,886. 

It  is  obvious,  therefore,  that  the  increased  import  from  the  United 
States  in  1851  was  coupled  with  an  increased  export  to  the  United 
States  in  that  year. 

The  following  is  a  statement  of  the  American  vessels  and  their  car- 
goes which  entered  and  cleared  at  Prince  Edward  Ishuid  in  1851 : 


¥ 


\^U( 


Name  of  vessel. 


Tons. 


Duninark 

Native  American. 


Iowa . 


63 
115 


Daniel  P.  King.. .  73 

Bold  Runner 72 

Solon 64 

Cadmus 11.') 


Bold  Runner, 

Dinna 

Linda 

Commerce. . . 


70 

86 
78 


Where  from. 


Gloucester . . . 
Newbury  port. 


United  States.. . 


,.do., 
..do., 
,.do.. 
,.do.. 
,.do.. 
,.do.. 
>  .do .  , 
.do.. 


Cariro. 


Flour  and  meal 
do 


Gin,    molasses, 
and  flour.. . . 
Flour,  tea,  &i'. , 
do 


.do. 
.do. 
.do. 


do... 

Dry  goodi. 
do... 


Whence  cleared. 


Cargo 


Gloucester !  Oats  , 

Ncwburyport . . .    Oats   and 


United  States. . . 


.do. 
.do. 
.do. 


.do. 
.do. 
.do. 


.do. 
.do. 


potatoes. 
. .  .do. . . . 


.do. 
.do. 
.do. 
.do. 
.do. 
.do. 
.do. 
.do. 


COLONIAL   AND   LAKE    TRADE. 


543 


Ltac  knees, 
lips,  3,090 

ler  articles 
1  of  similar 
886. 

the  United 
;he  United 

[  their  car- 
1851: 


d. 

Cargo 

Oats 

^  , 

Oats    and 

potatoes. 

•  • 

....do.... 

. . .  .do. . . . 

,  , 

. . .  .do. . . . 

,  , 

. . .  .do. . . . 

,  , 

..  .do.... 

,  , 

....do.... 

..'....do.... 

..!.... do.,.. 

..!...  .do. . . . 

The  following'  abstract  gives  a  very  satisfactory  view  of  the  trade 
and  commerce  of  this  colony  for  1851 : 


Exports. 


Amount. 


89  vessels,  15,721  tons,  al  <i'4  (island  currency)  per  ton. 

Barley,  30,581  bushels 

lioards  and  deals,  1,4D7,G^'J  feet,  and  6,31G  pieces 

Beef,  39  barrels 

Butter,  1.50  tub? 

Cattle,  363  liead 

Carriages,  5 

Dry  fish,  7,6873  (juintals 

Pickled  lish,  3,6^4  barrels 

Furs,  3  caschi 

Hides,  3  casks 

Horses,  97 

Lathwood,  649  cords 

Oil,  484  gallons 

Oats,  365,695  bushels 

Oatmeal,  5^  tons — 34  sacks,  125^  barrels 

Oysters,  4,377^  bushels 

Turk,  46  barrels 

Potatoes,  158,569  bushels 

Spi.  -s,  79G 

Shingles,  •J2O,772,00O 

Sheep,  345  head 

Sundriiis 


Turnips,  '27,343  bushels , 

Timber,  Ijiif^iJ  pieces  ;  66  tons  scantling  ;  7,580  tons  of  timber  ;  l,i-'65  knees. 

Wheat,  1,970  Inishels 

Wool,  'J  bundles , 


Imports,  including  shi|)  chandlery,  which  is  exported  iigain  in 
the  building  and  liffifing  of  ships,  and  not  estimated  in  the 
value  of  the  shipping 

Less — say,  for  ship  chandlery 


$.5.38,7.55 

6:2,884 


§251,5.36 

18,348 

41,346 

616 

1,18:2 

7,8-23 

188 

19,235 

19,544 

280 

40 

8,124 

871 

252 

109,708 

1,143 

1,243 

552 

47,. 568 

1,230 

732 

717 

25,736 

4,901 

42,060 

2,400 

14 


607,389 


i.475,871 


^ 


!■      i 


'i'  i^ 


h' 


ml 


■J. 


r 


If 


1 


Im 


Ih  . 

i 

^ 

1 

.  * 

1 

1^ 

-    i" 

COLONIAL  AND  LAKE  TRADE. 


545 


PART    X. 


INTERCOURSE  BETWEEN  GREAT  BRITAIN  AND  HER  NORTH  AMERI- 

COLONIES. 


liie  industry  of  the  inhabitants  of  the  British  North  American  colo- 
nies is  principally  engaged  in  agricuhure,  the  fisheries,  mines,  and  for- 
ests; in  exporting  the  products  of  which  to  the  United  Kingdom  and 
other  British  possessions,  and  to  some  foreign  countries,  and  importing 
from  thence,  m  exchange,  the  various  requisites  whose  growth  or  man- 
ufacture is  ill  suited  to  the  climate  or  condition  of  these  possessions, 
consists  their  trade,  and  the  great  extent  of  employment  it  gives  to 
British  shipping. 

The  most  important  object  of  industry  in  British  North  America,  as 
well  as  the  most  striking  physical  feature  of  the  country,  is  the  forest — 
lofty,  wide-spreading,  and  apparently  illimitable — all  unplanted  by  the 
hand,  and,  for  a  large  part,  yet  untrodden  by  the  foot  of  man ;  where, 
without  having  planted  or  sown,  he  may  enter,  and  reap  and  gather  in 
what  nature  lor  many  centuries  has  been  bountifully  preparing  for  his 
use. 

The  importance  and  value  of  the  North  American  timber  trade  to 
England  is  so  fully  established,  as  to  be  beyond  a  doubt.  The  mari- 
time supremacy  of  England  has  been  maintained  by  it,  new  markets 
have  been  created  for  her  manufactures,  and  i.  "me,  with  remunera- 
tive employment,  has  been  found  lor  her  surplus  population. 

To  show  the  rise  and  progress  of  the  trade  between  Great  Britain 
and  the  North  American  colonies,  tlu;  tb'.lowing  statements  are  offered. 
These  have  been  carefully  compiled  from  Parliamentary  returns,  and 
may  be  relied  upon. 

Total  official  value  of  goods  exported  from  Great  Brkain  to  the  British 
North  American  colonics  in  the  i/ears  mentioned. 


Colonies. 


Canada 

Nova  Scotia 

New  Brusvvick 

I'rince  Kdward  Island . 

'apo  Breton . 

Newfoundland 


Total. 


35 


1800. 


$2,208,528 

'849,998 

389,1)04 


1,053,115 


4,501,545 


1805. 


1810. 


J2, 030, 313  ^^4,701,220 

591,000  I  1,682,937 

121,409  !  464,220 

i  99,043 


1,213,565 


3,956,287 


1,813,128 


8,760,548 


1815. 


#8,821,003 

2,195,592 

984,676 

62,155 

15,864 

2,721,903 


14,801,283 


w 


646 


.INDREWS'    HEPORT   OW" 


As  mnrking  the  progress  and  extent  of  the  trade  between  the  United 
Kingdom  iind  the  North  American  colonies,  the  following  return  is  pre- 
sented, showing  the  ships  and  tonnage  inward  and  outward  in  Great 
Britain  .uul  Ireland,  to  and  from  those  colonics,  distinguishing  British 
irom  foreign,  from  1840  to  1850,  both  years  inclusive : 


Years. 


OUTWARD. 


British. 


Foreign. 


Ships. 


1840 
1842, 


I  2,416  808,222 

I  2,461  841,348 

i  i,r)rj5  54i,4r)i 

184,' 2,215  771,905 

li^U 2,284  789,410 

1845.... 3,018  1,090,224 

184i; t  2,887  1,076,162 

1347 1  2,459  9.53,466 

1848 1  2,279  886,696 

1849 '  Tliis  re'turn  wanting 

1850 j  2,036  I        798,080 


Tons.         Siiips 


Tons. 


British. 


Foreign. 


Ships. 


170 


3,274 


2,099 
1,937 
1,333 
1,996 
2,060 
2,510 
2,666 
2,174 
1,766 


67,580  j  1,337 


Tons.   Ships. 


Tons. 


694,094 
6.')2,725 
446,842 
710,608 
722,299 
917,423 
978,590 
829,809 
668,087 


1 
2 
1 

7 
29 


2,213 
384 


180 

882 

414 

2,418 

6,331 


480,579  j   43 


15,930 


The  official  value  of  the  import  and  export  trade  between  Great 
Britain  and  the  North  American  colonies,  fiir  the  years  1818,  1819, 
1820,  1832,  1838,  1843,  and  1848,  is  thus  stated : 


;.   r 


1818. 


1819. 


1820. 


1832. 


1838. 


1843. 


1848. 


Imports... .  *6,610,215  $7,740,905  $6,064,225  j>11.779,260 $12.1 14,76.-.J10.t)91.41.')'$11.279,135 

■  '  I  I  '  i 

E.\port8....     8,976,:}20  10,005,165    8,381,580|    9,544,785' 11,696,03.%  11,287,250  11,240,150 


In 


if  I: 


The  amount  of  tonnage  inward  and  outw.'ird  between  Great  Britain 
and  the  colonies,  in  1800,  1805,  and  1815,  was  as  follows: 


Colonics. 


1800. 


Inward.      Outward.      Inward,    i  Outward 


1805. 


Canada , 

Nova  Scotia 

New  Brunswick 

Prince  Iviw.ird  Island 
Newfoundland 


14,293 

232 

6,072 


10,366 
4,149 
3,424 


5,271  1       19,780 


15,076 
9,742 
3,6H7 
1,121 

12,386 


1815. 


Inward. 


31,405 
21.1^1 
72  790 
5,9H5 
14,181 


Outward. 


27,8,'J9 
29,284 
50,901 
3,107 
60,795 


\, 


■MH 


COLONIAL  AND   LAKE    TRADE. 


547 


-veen  the  United 
ig  return  is  pre- 
tward  in  Great 
gulshing  British 


The  following  statement,  compiled  from  official  returns,  exhibits  the 
total  tonnage  inward  in  Gieat  Britain  from  the  British  North  American 
colonies,  as  also  the  total  tonnage  outward  to  the  same  colonies,  in 
1845  and  1850,  distinguishing  British  from  foreign  tonnage : 


rWARD. 


Foreign. 

). 

Ships. 

Tons. 

194 
25 
42 

7 

1 

2,213 

384 

^8 
99 
23 
90 
09 
87 

1 
2 
1 
7 
29 

180 

882 

414 

2,418 

6,331 

79 

43 

15,930 

bftwccn  Great 
•rs  1818,  1819, 


1843. 


1848. 


W)l, 4 1.5|$1 1,279,135 
287,250[  11,240,150 


Great  Britjiin 


1815. 


viird. 

Outward. 

1 ,  405 

1.(ih7 

.'  790 
),985 
t,181 

27,  S.^ 
29,  ^'84 
50,901 
3,107 
60,795 

1645.                                                 1850. 

Inward. 

Outward. 

Inward. 

Outward. 

I 

4 

1 

■J3 

i 

£ 

[2 

i 

.i 
1 

England -. 

Scotland 

Tons. 

1,480,807 

268,329 

210,136 

3,082 

Tons. 
7,045 

•  •»••• 

•  ••••• 

Tons. 
1,373,724 
226,482 
149,095 

Tons. 
12,370 
230 

Tons. 

1,258,478 

178,574 

90,012 

3,498 

Tons. 

72,178 
3,778 
6,129 

Tons. 
1,135,734 
171,626 

68,626 
9,482 

Tons. 
73,323 

3,029 
16,082 

Channel  Islands. . 

7,138 

Total 

1,962,354 

7,045 

1,756,439 

12,600 

1,530,562 

82,085   1,385,468 

92,434 

It  will  be  borne  in  mind  that  on  the  5th  of  January,  1850,  the  change 
in  the  navigation  laws  of  England  came  into  operation ;  and  the  fore- 
going table,  theref()re,  shows  the  extent  to  which  foreign  tonnage  was 
engaged  during  that  year  in  the  trade  between  Great  Britain  and  the 
North  American  colonies.    " 

The  extraordinary  increase  of  the  timber  trade  between  Great 
Britain  and  her  North  American  colonies  is  presented  in  the  following 
statements,  which  commence  with  the  ye;u  1800.  In  that  year  there 
were  imported  into  Great  Britain,  firom  the  North  American  colonies, 
the  i()llowing  quantities  of  timber : 

34,017  loads  of  lir  timber. 
843         do     oak  timber. 
850  masts. 

424  (standard  hundreds)  of  deals. 
7,214  hundreds  staves. 

In  1819  the  timber  trade  with  North  America  had  greatly  increased, 
as  will  be  perceived  by  the  following  statement  ot  timber  imported 
into  Great  Britain  from  the  colonies  in  that  year: 

26G,297  loads  fir  timber. 
9,482  loads  oak  timber. 
14,170  masts. 
9,868  (standard  hundreds)  deals. 
359         do  do         battens. 

42,998  hundreds  staves. 

The  statements  which  follow  give  the  quantities  and  value  of  the 
North  American  timber  trade  in  1840,  1845,  and  1850,  distinguishing 
the  quantity  entered  for  home  consumption  from  the  whole  quantitv 
imported : 


[»  i 


548  ANDREWS*   REPORT   ON 

Timber  imported  into  the  United  Kingdom  for  home  consumption. 


Description. 


Sawed  lumber, sup.  ft. 
Square  timber ,cubicft. 
Timber,  sawed  or  aplit, 

cubic  feet 

Lumber,  not  sawed  or 

split,  cubic  feet. . . . 


1840. 


■C.2 


22 


311,935,800 
31,950,700|8,4.'0,200 


SB 
3 
O  O 


1845. 


S  9 
C  .2 


2  2 


331,650 


24,944,550 

39,874,500 


a, 


E  3 


1850. 


2  « 

■C.2 


o 


74,250 


17,148,25023,386,500 
14,101,40031,1.'')0.000 


c 

is 


18,365,750 
13,696,100 


Total  timber  imported. 


Description. 


1840. 


■■S  a 
•c.o 

ii 


•32,336,100 


Sawed  lumber, sup. 
feet *313,442,250 

Square  timber,  cu- 
bic feet 

Timl)er,  r<:iwcd  or 
split,  cubic  feet. . 

Tiiiil>cr,  not  sawed 
or  split,  cubic  feet 

StavfH,  cubic  feet.. 


a 
W)  • 

V  u 

o  '*^ 

ui  «< 

S  3 
o  o 


1845. 


J3     . 
.2  01 


CQ' 


o  C 

2  2 
o  o 


1850. 


J3     , 

•i:.2 

ii 


s 

M    . 

o  o 


»212,850' 


•56,100'. 


8,557,500', 


•24.  C91,300'l9, 526, 350|*21, 8.33, 950  17,971,450 


Official  value. 


$6,281,075 


•39,315,75014,765,650 
'4,417,350 

$7,936,020 


•31,015,400  12,513,150 


•4,129,400, 

I 

$6,. 326, 340 


NoTF.. — Quantities  marked  thus  •  may  be  considered  as  wholly  from  the  British  North 
American  colonies. 

Rkmark. — Tlio  above  tables  are  compiled  from  the  Annual  Trade  and  Navigation  Account* 
and  the  Year!}'  Treasury  Finance  Returns. 

To  tlio.se  iicqualntcd  with  tlie  timber  tra  Ic,  those  returns  will  very 
likely  explain  theni.selvcs ;  but,  in  order  iu  present  in  more  precise 
torm  the  state  of  the  North  American  timber  during  the  la<f  three 
years,  the  folIowiii<T  statement,  compiled  from  the  roturns  of  the  Board 
of  Trade,  is  submitted: 

Colonial  timber  and  deals  imported  into  the  United  Kingdom,  in 
loads  of  50  eul)ic  feel:  In  1849,  1,054,246;  in  1N50,  1,050,987;  in 
1851,  1,119,000. 

In  1847  there  was  a  large  reduction  in  the  duties  on  Baltic  and  oth«'r 
t()reign  timber ;  and  in  the  North  American  colonies,  great  apprehen- 
sions were  entertained  that  the  remi-ssion  of"  those  duties  would  be 
highly  injurious,  if  not  almost  tiital,  to  the  colonial  titnber  tra<lo. 


I 


COLONIAL   AND   LAKE    TRADE. 


549 


■onsumphon. 


1850. 


1-2 
2  o 

e 

S  3 
2  S 

74,25(1 

386,500 
150.000 

18,365,750 
13,696,100 

1850. 


J3  . 

=a  -5, 

6  1) 

=  1 


II 

o  o 


'56,100' 

I 

f33, 950  n, 97 1,450 

115,400  12,513.150 
129.400 

$6,3:26,340 


1  tho  British  North 
vigation  AccotiiiU 

urn.s  will  vrrv 
inon;  precise 

Llie  last  three 
of  the  Board 

Kiti^doin,  in 
], 060,987;  in 


■At 


Such,  however,  has  not  proved  to  be  the  case.  It  is  true,  as  will  be 
seen  by  the  following  statement,  that  the  quantity  of  foreign  timbc'r  im- 
ported into  Great  Britain  since  the  remission  of  duty,  has  considerably 
increased;  but  the  quantity  firom  the  North  American  colonies  has  like- 
wise increased,  as  shown  in  the  preceding  statement. 

Foreign  timber  and  deals  imported  into  the  United  Kingdom,  in  loads 
of  50  cubic  feet:  In  1849,  578,468;  in  1850,  690,692;  in  1851,  868,000. 

The  effect  of  opening  the  market  to  foreign  timber  by  a  reduction 
of  duties,  and  consequently  an  increased  importation,  has  nol,  as  was 
greatly  feared  at  the  outset,  proved  injurious  to  the  colonies  by  dimin- 
ishing the  price  of  their  timber.  The  increased  consumption  of  timber 
in  Englnntl  lias  caused  a  demand  for  greater  varieties  of  wood.  The 
use  of  Baltic  timber  more  extensively  than  heretofore,  has  caused  a 
greater  demand  for  colonial  wood  to  be  used  in  connexion  with  it ; 
while  the  change  in  the  navigation  laws  has  so  reduced  freights,  that 
the  producer  of"  timber  and  deals  in  the  North  American  colonics  now 
recciives  more  for  his  articles  than  he  ever  did  before  the  reduction  of 
the  duties. 

Besides  timber,  there  are  other  products  of  the  forest,  such  as  ashes 
and  furs,  which  form  no  inconsiderable  item  in  the  sum  total  of  colonial 
produce  imported  into  the  United  Kingdom. 

The  total  value  of  all  colonial  products  to  the  United  Kingdom,  in- 
cluding those  derived  from  mines,  agriculture,  and  the  fisheries,  is  fully 
set  tintli  in  the  various  tables  to  be  fiiund  in  this  report  under  head  of 
each  colon}'  respectively;  and  to  these,  reference  is  made  tor  more 
particular  information. 

England  pos.sesses  no  nursery  for  seamen  at  all  equal  to  her  North 
American  colonial  trade.  Besides  training  her  own  hardy  and  burly 
sons  to  the  dangers  and  hardships  of  the  sea,  that  trade  fosters  and 
rai.ses  up,  troiu  among  her  activt;,  well-built,  enduring,  and  intelligent 
subjects  in  the  northern  colonies,  as  line  seamen  as  ever  trod  a  deck, 
ufiaid  of  no  danger,  and  perfectly  fitted  to  sustain  any  reasonable 
amount  of  cold,  hardship,  and  fiitigue.  The  vigor  of  their  frames,  th(>ir 
sound  constitutions,  and  the  habit  of  facing  severe  cold,  violent  gales, 
and  stormy  seas,  in  a  high  northern  latitude,  aided  by  <|uick  percep- 
tions and  ready  iiitelligenc(>,  eminently  (jualify  them  to  navigate^  her 
ships  to  any  (]uarter  of  the  world,  either  to  u])hold  the  honor  of"  their 
country  in  fighting  her  battles  upon  the  seas,  or,  better  still,  to  extend 
and  enlarge  her  commerce  to  every  ])art  of  the  habitable  globe. 

To  h(>r  colonial  seamen,  England  may  well  look  with  honest  pride. 
Save  our  own  citizens,  they  have  few  ecjuals,  and  none  odiers  are  their 
superiors.  Whether  in  war  or  in  peace,  these  British  North  American 
sailors,  cradled  on  a  stormy  deep,  and  roughly  nursed  amid  storm  and 
tempest,  are  in  every  way  fitteil  to  flillil  their  duty,  and  do  honor  to 
the  country  which  claims  their  allegiance. 


dtic  ;tnd  other 
cat  apprehcii- 
ics  would  be 
truilo. 


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I" 


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r 


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1 

COLONIAL   AND   LAKE    TRADE. 


551 


PART  XL 


TRADE  OF  THE  PRINCIPAL  ATLANTIC  PORTS  OF  THE 
UNITED  STATES  WITH  THE  BRITISH  NORTH  AMERI- 
CAN COLONIES  BY  SEA. 

The  direct  trade  by  sea  between  the  principal  Atlantic  seaports  of 
the  Union  and  the  British  North  American  colonies  has,  within  a  few 
years,  beeonio  of  such  extent,  value,  and  importance,  ;i^  to  demand 
more  than  ordinary  attention. 

Probably  the  most  remarkable  and  interesting  feature  of  the  age,  is 
the  rapid  increase  and  constant  activity  of  the  world's  comuicrce.  Its 
great  agent  and  promoter,  navigation,  to  which  such  enormous  annual 
contributions  have  latterly  been  made  by  England  and  th(!  United 
States,  is  more  firmly  establishing  it  on  a  more  extended  basis,  for 
still  greater  and  more  universal  achievements. 

Tlie  great  addition  to  the  navigation  interest  of  the  world  furnished 
by  the  British  colonies  is  not  generally  considered ;  nor  is  its  import- 
ant and  influential  character  fully  understood,  save  by  a  small  por- 
tion of  the  leading  statesmen  of  Europe  and  America. 

The  great  maritime  resources  of  the  North  American  colonics,  and 
the  advantages  of  their  geographical  position  for  an  extended  com- 
merce with  all  mankind,  will  contribute  more  effectually  to  accelerate 
their  onward  progress  to  wealth  ami  power,  tmd  unquestionably  give 
them  a  commanding  position  in  all  future  commercial  developments. 

The  extent  of  seacoast  and  ab'Uidance  of  excellent  harbors  in  these 
colonies,  is  most  remarkable. 

Commencing  at  the  river  St.  Croix,  the  boundary  of  the  United 
States,  there  is  nuich  coast,  and  many  fine  ship  harbors,  within  the  Bay 
of  Fundy  and  the  islands  it  encloses.  Next  comes  the  Alluilic  coast 
of  Nova  Scotia,  with  its  numerous  indentations  ;  then  the  sea-shores 
of  Cape  Breton,  and  its  beautiful  and  extensive  interior  coast  surround- 
ing that  large  arm  of  tlie  sea  known  as  the  Bras  D'Or,  or  "  Arm  of 
Cold;"  next,  the  eastern  or  Gulf  coast  of  Nova  Scotia  and  New  Bruns- 
wick, the  Bay  of  Chaleur,  the  shores  of  the  whole  colony  of  Prince 
Edward  Island — of  the  Magdalen  island:^  and  Anticosti,  and  all  the 
Labrador  coast  from  Mt.  Joly  to  Davis's  straits  ;  in  the  aggregate, 
about  3,500  miles  of  coast-line,  everywhere  teeming  with  fish,  in  greater 
i'bundance  and  excellence  than  in  any  other  part  of  the  world. 

To  this  great  extent  of  seacoast,  admirably  provided  with  large  and 
excellent  harbors,  must  be  added  the  coast  of  Newf()undland,  more  than 
1,000  mik'S  in  extent,  whose  harbors  and  fisiuTies  have  been  known 
and  constantly  frequented  tor  more  than  three  centuries. 

The  handsome  and  elaborate  map  of  the  Lower  Colonies,  hereunto 
appended,  was  prepared  expressly  for  this  report  by  Mr.  Henry  F. 


i! 


fi': 


r  I  j ; 


( ' 


m-- 


! 


Si 


i 


652 


ANDREWS     REPORT   ON 


Porley,  of  St.  John,  New  Brunswick,  n  yomig  rnginocr  of  much  promise. 
Tlio  orijLJiinal  surveys,  ni.ips,  and  charts,  Irom  which  it  was  prepared 
arc  of  the  most  recent  daU;,  and  of  the  highest  authority  ;  they  were 
obtained  wilh  some  tr()nl)le  and  at  much  e\|)ensr,  from  Enghmd  and 
from  the  provinces.  Th  ■  have  been  carefully  colhited  and  compiled, 
and  the  n-sult  is  the  pre^  .1.  map,  which  is  rec<»mmen(led  a,  .'je  of  the 
best  N<'t  presented.  It  exhibits  llie  pecuhar  eonfignratiori  '.A'  iho  (Julf 
oi'  8t.  Lawrent;e,  and  oi'  tlie  coioni(>s  which  are  washed  by  its  waters, 
with  their  infhiity  of  rivers  and  harbors,  and  endless  variety  of  creeks, 
coves,  inlets,  estuaries,  straits,  bays,  and  arms  of  the  sea. 

Till  re  caiaiot,  perhaps,  l)e  l()und  elsewhere  tiie  same  extent  of  coun- 
try possessing  in  a  greater,  or  evcui  un  ccjual  degree,  all  the  recjuisites 
for  eonstructiiig  a  mercantile  marine,  nor  the  like  (  xtent  of  seacoast  so 
proliiscly  fiunishcd  with  the  linest  and  most  eapn(  ions  harbors,  as  the 
colonics  of  New  Brunswick  and  Nova  Scotia. 

A  glniice  at  the  map  at  once  shows  tliat  those  colonies  arf^  but  a  mere 
extension  of  New  England,  and  that  ai  iMterchange  of  tlu'ir  respective 
j)ro(liicts  Muist  not  only  exist,  but  will  of  necessity  be  mutually  bene- 
ficial, if  not  absolutely  essential  to  the  j)rosperity  of  either  country.  The 
wise  and  truthful  spirit  of  commerce  will  b(;  opposed  to  any  jiolicy, 
whether  British,  American,  or  colonial,  that  restricts  in  tlu;  slightest 
degree  the  culire  freedotn  of  commercial  intcn-oiirse  between  countries 
in  such  immediate;  proximity,  and  whose  best  interests  are  so  closely 
int<'r\voven. 

The  island  colonii^s  of  Newt()ini(llan(l  and  Prince  Edward  Island,  ly- 
ing contiguous  to  New  Brunswick  and  Nova  Scotia,  with  similar  char- 
acteristics in  almost  (  ver\'  |)arlicular,  nr(;  rapidly  becoming  convinced 
of  the  value  of  thfi,  u^it'rial  interests  in  connexion  with  the  lu^cessity 
f(»i'  a  more  libera!  •  ■  .•nmr reial  intercourse  with  the  I'nitcd  States. 

Although  ,'he  tabic-;  w  iiich  follow  show  that  thi^  trade  of  the  t()ur  lower 
colonies  is  chiefly  eonlii  .-d  to  Boston  and  New  Vt>rk,  vet  th<"y  alsopiove 
that  eonunercial  intercourse  with  th(Mn  is  becoming  more  gftieral  with 
all  the  towns  and  seaports  of  tli(>  Atlantic  States,  and  that  iialtimore 
and  Bliiiidelphia  also  participate  in  its  benefits. 

To  encourage  the  intercourse  thus  springing  inti>  existence  and  at- 
taining ;rr(  at  value  fiom  the  natural  course  ol  tra<le,  and  the  relative 
position  of  the  j)arties  wilh  reference  to  certain  natinal  products  of  each, 
would  seem  to  b(;  tin-  Ixninden  dut}'  o*"  the  governments  of  those  re- 
spective (countries. 

Th(!  first  object  of  (!very  commercial  system  should  be  to  create  and 
uphold  a  great  commercial  marine.  Mr.  Iluskisson  laid  it  down  as  a 
prinei[)]<>,  that  "the  only  true;  and  durable  fijundation  of"  a  large  com- 
mercial mariiic  is  to  be  laid  in  the  means  of  afii)rding  it  biMieficial  em- 
ployment. Without  such  employment — without,  in  short,  (>xtensivc 
commerce^  and  great  eaj)ital  to  sustain  and  invigorate  that  commerce, 
no  laws  merely  protecliv(>  will  avail.     Strict  navigation  laws  have  not 


ilwavs  crea 


t(>d 


[I  marnie 


D 


oes  not  naval  aiaf  eonunercial  superioiity 


depend  on  the  habits,  pursuits,  inclinations,  associations,  and  force  of 
character,  rather  than  on  any  code  of  laws  whateverV 


.   .  .  "y 
In  spite  of  the  prohibitions  and  restrictions  which  yet  exist,  and  servo 

to  prev(  lit  the'  rapid  increase  of  commerci 


al  intercourse   between  the 


much  promise, 
was  prepared 
ly  ;  tliey  were 
1  Eiiglund  and 
iiiui  c()m])il{'d, 
1  a  -  . ')n  of  the 
or  ".i  iiio  (jiilf 
by  its  waters, 
el}'  of  ereeks, 

xtent  ofcoim- 

tlie  re(juisites 

of"  seaeoast  so 

arbors,  as  tlio 

irfi  but  a  mere 
leir  r(\sj)cetive 
lutually  benr- 
founlry.  Tlic; 
to  any  nolicy, 
I  iIk!  shf^litrst 
ecu  countries 
are  so  closely 

11(1  Island,  ly- 
i  similar  cliar- 
\up  convinced 

liie  necessity 
I  Stales, 
the  tbnr  lower 
ley  alsofjiove 

,H<'n(Mril  with 
lat  J'lallimorc 

tence  and  al- 
ii the  relative; 
I  nets  ot"each, 
^  of  these  re- 


I 


r 


COLONIAL   AND    LAKK    TRADE. 


.553 


United  Stfites  nnd   the  lower  colonics,  yet  ih  it  intercourse  has  already 
attained  great  value  and  importance  from  a  very  small  begitniing. 

The;  toiniage  inward  from  the  United  Stat<>s,  in  all  the  iJritish  North 
Am(!rican  colonics,  tluring  the  years  1787,  1788,  and  1789,  amounted 
on  the  average  '  '"  those  years  to  15,524  tons  aiuiualiy.  These  were 
all  British  vessels. 

Tn  18JC,  the  tonnage  inward  from  the  United  States  was  as  (itllows: 

llritish  18,378  tons;  American,  75,807  tons:  total,  94,185  tons. 

'J'he  average  of  the  years  1820,  1821,  and  1822,  was:  lirilish,  10,464 
tons;  American,  ()(), 029  tons  :  total,  7(),593  tons. 

In  the  year  1830,  the  tonnage  inward  li"m  the  United  States  was: 
British,  20,755  tons  ;  American,  54,633  tons  :  total,  75,388  tons. 

The  tonnage  inward  from  tlu;  Unit*  '  f^'  ites  in  1831  was :  British, 
11,367  tons  ;  American,  16,.'367  tons:  7.934  tons. 

The  decrease  of  tonnage;  in  this  ye;i  entirely  to  commer- 

cial restrictions,  embarrassing  to  trao       ^        '    .rious  to  both  parties. 
The  hilling  oil'  in  loiniage   between   1^  ■     1831  was  no  less  than 

36,251  tons,  or  more  than  one-third  of  the  wiiol.'  inward  tonnage. 

Th(!  absurd  and  injurious  restrictions  having  beei.  removed,  trade 
and  navigation  between  the  colonies  and  the  United  States  at  once 
revived;  and  in  1840  the  inward  tonnage  from  the  lJnit<'(l  States  was 
as  li)llovvs:  British,  401,676  tons;  American,  357,073  tons:  total, 
758,749  tons. 

In  the  short  period  of  nine  years,  owing  to  enlarged  freedom  of  trade, 
the  tonnage  between  tli(!  United  States  and  the  colonies  increased  more 
than  thirteen-l()ld! 

Following  up  this  increase,  the  tonnage  inward  from  the  United 
Stat(>s  in  1S50  was:  British,  972,327  tons ;  American,  994,808  tons  : 
total,  1,9()7,0(I6  tons. 

The  asionishing  increase  in  the  nine  years  which  preceded  1840, 
was  li)llowed  in  the;  ten  years  which  succeeded  that  period  by  another 
surprising  increase,  amounting  to  more  than  250  per  cent.!  And  now 
connuences  the  year  1851. 

The  first  table  hereafter  presented  exhibits  the  description,  quantity, 
and  value  of  the  various  articles  of  domestic  production  exported  from 
twenty-three  Atlantic  ports  of  the  United  States  to  the  colonies  of  New 
Brunswick,  Nova  Scotia,  Newlbundhmd,  and  Prince  Edward  Island, 
during  the  year  1851. 


to  er(\'ite  and 
it  down  as  a 
a  large  coni- 
enelicial  em- 
rt,  extensive 
It  commerce, 
iws  have  not 
d  superior  ity 
and  fijrce  of 


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between  the 


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I<1 


ANDREWS*   REPORT   ON 


1 

I— t 

494 

12,251 

1,432 

15,886 

10,221 

4,020 

128 

2,122 

6,774 

32,703 

11,259 

949,241 

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COLONIAL  AND  LAKE   TRADE. 


557 


To  exhibit  in  a  more  condensed  form,  and  place  the  value  of  this 
colonial  trade  in  a  position  to  be  better  understood  and  appreciated,  the 
following  statement  is  submitted,  showing  the  total  value  of  domestic 
and  foreign  exports,  and  the  value  of  colonial  imports,  in  1851,  deduced 
from  the  preceeding  statements. 


Districts. 

Ebcports. 

Total    ox- 
ports. 

Imports. 

Total  exports 

Domestic. 

Foreign. 

and  imports. 

Passatnaquoddy 

Portland  and  Falmouth . 
pAnobscot.a  •••••••••■■ 

f 429, 669 

32,973 

492 

$28,893 
1,617 

$458,562 

34,590 

492 

$107,402 
22,668 

$565,964 

57,258 

493 

Mftrhias.  ...•••■•••••• 

494 

12,251 

1,432 

15,886 

10,221 

4,020 

128 

2,122 

6,774 

32,703 

11,259 

949,241 

271,681 

.50,083 

25,962 

494 

2,331 

1,820 

4,151 

16,403 
1,433 

334 

334 

16,220 

Fall  River 

'  *  * '  * 

10,221 
4,020 

Fairfield 

Middletown  . .  •  • 

128 

New  Liondon 

2,122 

Marblehead.. 



6,774 

47,320 

11,259 

2,122,819 

1.957.970 

Salem  and  Beverly. . . . 
Gloucester 

14,068 

549 

14,617 

Boston  and  Charlestown 
New  York 

876,183 
954,087 
125,350 
172,530 
1,118 
13,100 

297,395 

732,202 

3,118 

1,173,578 

1,686,289 

128,468 

172,530 

1,118 

13,100 

178,551 

198,492 

1,118 

Baltimore.  >•■•■.•>•••• 

Elizabotli  City 

13,100 

2,053 
610 

2,053 
610 

Edenton 

Savannah.. 

12,271 

12,271 

12,271 

•          •••••• 

Total 

2,634,506 

1,065,594 

3,700,100 

1,526,990 

5,227,090 

The  preceding  table  shows  a  trade  which  has,  almost  without  attract- 
ing any  portion  of  public  attention,  already  sprung  up,  and  been  ex- 
tended to  the  amount  of  nearly  five  miUions  and  a  quarter  of  dollars 
during  the  past  year. 

To  show  further  the  importance  of  this  same  colonial  trade  in  en- 
couraging our  mercantile  marine,  the  following  table  of  shipping,  in- 
ward and  outward,  during  1851,  to  and  from  nine  ports  of  the  United 
States  only,  and  tlie  colonies  of  New  Brunswick,  5fova  Scotia,  New- 
foundland, and  Prince  Edward  Island,  distinguishing  American  from 
British  shipping,  is  also  submitted  : 


m 


Vl.S  ■; 


658 


ANDREWS'    REPOET   ON 


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COLONIAL   AND   LAKE    TRADE. 


559 


: 
I 


This  table  shows  that,  during  the  year  1851,  341,372  tons  of  ship- 
ping entered  inward  from  the  lower  eolonies  in  nine  Atlantic  ports  only, 
and  that  588,658  tons  of  shipping  cleared  outward  from  those  ports  for 
the  same  colonies ;  making,  in  the  whole,  an  aggregate  ol"  930,030  tons 
of  shipping  engaged  in  the  colonial  trade  with  nine  ports  of  the  Union 
alone  in  that  year. 

In  order  to  show  the  relative  total  amount  of  tonnage  inward  and 
outward  to  and  liom  the  principal  seaports  of  die  United  States  and 
the  North  American  colonies,  the  following  comparative  statement  has 
been  compiled,  showing  the  whole  tonnage  inward  and  outward  at  the 
ports  named,  in  1851 : 


PorU 


New  York 

Quebec , 

VuHton 

New  Urleans , 

St.  John,  N.  B 

Halifax,  N.  S 

Pliiladelpliia 

Haltimore 

St.  John,  Newfoundland 


Inward. 


Outward. 


1,448,768 
533,821 
504,501 

1,230,082 
586,093 
603,101 

328,!);i2 

421,566 

282,450 
176,802 
150,636 

324,821 

178,079 
140,174 

113,027 
103,016 

105,789 
91,191 

The  foregoing  comparative  statement  will,  no  doubt,  excite  some 
surprise  as  to  the  nlative  amount  of  shipping  and  navigation  to  the 
principal  seaports  of  North  America.  It  proves,  beyond  a  doubt,  and 
without  reference'  to  any  other  statement  comprised  in  this  report,  that 
the  British  Nortli  American  colonies  have  industriously  improved  the 
extensive  facilitifs  and  abundant  resources  tiiey  possess,  and  have 
already  achieved  tlie  high  position  of  being  the  finulh,  if  not  the  third, 
commercial  power,  in  point  of  toimage  and  navigation,  in  the  world. 

The  character  of  colonial  vessels  has  imj)roved  wiiiiln  a  few  years 
very  rapidly,  and  they  are  selling  very  readily  in  England  at  remunera- 
ting prices,  and  are  l()und  to  be  as  good   vessels  as   are   built  in  the 
world.     The  St.  John  and  Quebec  ships  take  tlie  lead  in  colonial  ship 
ping. 


it 


B' 


^n^ 


!    « 


COLONIAL    AND    I^KB    TUADU. 


661 


V  A  R  r  X  1 1 


REVIEW  OF   THE   Pinv^ENT   STATE  OF  THE  DEEP-SEA 
FISHEIMKS  OF  NEW  ENCJLAND. 


rRKl'AIlKD    OY    U'lLLIAM    A.   WK.I.I.MAV,   CSl),,    ASSISTANT    Cnl.LF.C'TOn  OP    THE    HOHT  OF    BO*TOa, 
IINUKU    TIIK    DIRKCTION    OK    P.    URGF.I.Y,    JB.,    EKQ.,    COLLECTOR    OK    THAT    PORT. 

The  lisliorics  of  Miissju'liusctts,  iuid  of  the  other  New  England  Slates, 
were  pr()seeut<-(l  suceessfiilly,  iind  to  u  greiil  extent,  long  prior  to  the 
r(;volulion;iry  w.ir;  and  it  will  hr  s(H'Ii  by  lli<'  treaty  of  1783,  that  they 
oceupied  a  prominent  [)oint  in  the  negotiations  l<)r  peae(\  IJy  the  third 
artiele  of  that  tn-aty  it  was  stipnl  itcd,  "  that  the  people  of  the  United 
States  shall  ef)ntimie  to  f-njoy  unmolested  the  right  to  take  (ish  of  every 
kind  on  the  (Jrand  IJiJnk,  and  on  all  other  hanks  of  N(\vl()undland  ;  also 
in  the  (iulf  of  St.  Lawrenet^  and  at  all  other  plaees  in  the  sea,  where 
tlie  inhabitants  «>f  both  eonntries  used  any  tiuK;  to  fish  ;  that  theinlmbi- 
tants  of  the  United  States  shall  have  /ifjcrlij  to  take  Hsh  of  any  kitul  on 
sueh  part  of  the  (.-oast  of  N(>wti)undland  as  the  British  shall  use,  (but 
not  to  cure  or  dry  theiri  on  the  island  ;)  and  also  on  the  coasts,  bays, 
and  creeks  of  all  other  of  his  Britiinnie  Majesty's  dominions  in  America; 
and  that  the  American  fishermen  shall  have  liberty  to  dry  and  cure 
fish  in  any  of  the  unsrttl«'«l  bays,  harbors  and  creeks  in  Nova  Scotia, 
Magdalen  islands,  and  Labrador,  so  long  as  the  same  shall  remain  un- 
settled; but  so  s(M)n  as  the  same,  or  either  of  them,  shall  be  settled,  it 
shall  not  be  lawful  for  the  said  fishermen  to  dry  or  cure  fish  at  such 
settlement,  without  a  previous  agreeme  •■.  !or  that  purpose'  with  the  in- 
habitants, proprietors,  or  possessors  of  ttie  ground." 

This  article  S(;cure(l  to  us  the  right  of  the  (oust  fishery,  which,  as 
colonies,  we  had  xz^ii'd  and  possessed  in  eoinmon  with  the  mother  coun- 
try ;  and  under  its  provisions  the  cod  fishery  recommenced  at  the  close 
of  the  war,  and  continued  to  increase  with  tlu"  encouragement  granted 
by  the  government. 

At  first  a  bounty  was  allowed  on  thf^  exportation  of  salted  fish,  as  a 
drawback  of  the  duty  on  im])ortt!d  salt;  and  subsequently,  the  present 
system  of  aUowanc(?3  in  money  was  established  to  vessels  employed 
i()r  a  certain  specified  time  in  the  Bank  and  other  cod  fisheries.  The 
State  of  Massachusetts  alone  employed  in  the  cod  fishtny,  from  1786 
to  1790,  five  hundred  and  tialy  vessels  annually,  u)easuring  about 
twenty  thousand  tons,  miunu'd  by  thnr  thousand  three  hundred  seamen, 
and  the*  value  of  their  products  in  fish  exported  to  Europe  and  the  West 
Indies  exceeded  two  hundred  and  t()rty  thousand  dollars. 

From  this  period  the  fisheries  increased,  and  added  largely  to  the 
trade  and  commerci'  of  the  North,  until  the  beginning  of  the  commer- 


h;    !  ■ 


m ' 


662 


ANDUEW8      HEl'OIlT   ON 


i     } 


ciiil  rcstriciioiis  whicli  Knl  lo  llic  nnhaitfo  of  1808,  jind  the  war  with 
Engliiiid  III  1812.  Tlid  niMgiiitiidi-  ol"  our  (ishnics  from  1790  to  1807, 
the  gr(?.il('st  |H'rio(l.s  of  pi(»s[»L'rilv,  can  he  realized  hy  llio.s(!  only  who 
hiwv.  studied  ihls  hrntich  ot"Ainerieau  iiuhistry.  liiyond  what  relates  to 
th(;  value  of  the  weallli  aiimially  addi d  to  tlKM-DUiilry,  and  the  extensive 
ein[)loym(nit  it  gives  t(»  our  native  seaiix'ii,  il  li;is  elaims  on  the  prott-c- 
tion  of  the  govertneiit  as  a  nursery  t!>r  tli(<  hardy  and  daring  mariners 
wlio  have  heretof()re  manned  our  lleeis  and  ll)uglit  tlu^  hatth's  of  our 
navy.  kSomi?  idea,  may  he  lltrmed  of  the  rxtcnl  of  the  fisheries  just 
prior  to  the  mercantile  dislurl)ances  of  1808,  from  the  fu.t  that,  during 
the  v<'ar  1800,  the  value  ol"  dried  and  pickled  lish  exported  exce«'de(l 
5^2,400,000.  From  this  time  to  the  years  1813  and  1814  it  dwindled 
down  to  less  than  $5100,000.  'I'lien  it  was  that  the  war  hetween  th<^ 
United  States  and  Englaiul  almost  annihilated  the  iisli(>rics  ;  l)ut  tlut 
navy  was  recruited,  tiom  the  vessels  laid  n|),  with  that  sti(  iif>tli  und 
daring  which  enabled  il  to  cope  so  successfully  with  its  adversaries. 
When  peace  was  concluded,  the  rights  secured,  under  the  treaty  of* 
1783,  to  carry  on  the*  cod  lislieiy  on  tlit!  colonial  shores,  was  rcl"us«'d  by 
the  British  government.  The  treaty  of  (ilient,  and  liw.  commercial 
conv<'ntion  suhserpiently,  are  both  silent  on  this  important  subject ;  and 
it  was  not  until  by  the  convention  of  20Lh  of  Oclolxfr,  1818,  that  wu 
obtained  the  privihgr.  to  lake  lish  "  where  the  inhabiliints  of  both  coun- 
tries," under  all  ti)rmer  treaties,  claimed  iln^  right.  And  by  this  same 
convention  it  will  be  seen  that  "  I  Ik."  United  kSuiies  renounced  any 
liberty  betbre  enj«)yedor  claiuKjd  by  them,  or  their  inhabitants,  to  take, 
dry,  or  cure  fish,  on  or  willun  three  marine  mites  of  any  of  tin;  coasts, 
ba^'s,  creeks,  or  harbors  of  any  of  tin-  British  (h)U)inions  of  America 
not  included  within  that  part  of  the  southern  coast  of  Newfoundland 
extcn('ing  from  Cape  Ray  to  the  Uameau  islands ;  on  the  w(!stern  and 
northern  coast  of  Newt()undland,  from  Cape  Kay  UUhcQuiepen  islands  ; 
on  the  shores  of  the  Magdalen  islands  ;  and  also  on  the  coasts,  bays, 
harbors,  and  creeks,  from  Mount  Jolly,  on  the  south  of  Labrador,  to 
and  through  the  straits  of  Bellisle,  and  thence  northerly  along  the 
coast." 

We  have,  by  this  agreement,  thi*  liberty  to  dry  and  cure  fish  in  any 
of  the  unsettled  bays,  &c. ;  and  when  settled,  with  the  grant  of  the; 
proprif'tors  of  the  ground.  Some  of  our  vessels  have  attempted  to  carry 
on  the  fishery  as  they  had  been  in  the  habit  of  doing;  but  the  prescribed 
limits  of  three  miles  from  th(j  sh(»re  the  imperial  govermnent  decided 
should  he  measund  from  the  headland.*,  and  not  tiom  the  interior  of 
the  bays,  and  excluiled  our  vessels  from  the  passag(;  or  strait  of  Canso, 
and  denied  our  right  to  land  on  the  MagdaU*n  islands ;  thus  driving  otf 
the  American  (i.^^hermen  from  the  usual  fishing  grounds,  and  in  many 
instances  seizing  and  confiscating  th«!ir  vessels. 

These  procej'dings  have  naturally  excited  much  ill  ti'i'ling,  especially 
\\,M  those  who  have  fi)r  so  lung  a  time  resorted  to  those  shores ;  and  these 
onerous  restrictions  are  still  in  lull  l«»rce. 

Tlie  advantages  thus  secured  lo  the  colonial  fisliermen  must  be  ap- 
parent ;  ti)r  wliili!  our  fishermen  are  com[)(jlled  to  go  out  to  the  banks 
m  large  vessels,  filled  at  great  expense,  and  wilh  crews  averaging  nine 
men  to  every  schooner  of  ninety  tons   burden,   and   extending  their 


fm^.. 


COLONIAL   AND    LAKE    TRADE. 


563 


voyngna  for  many  weeks,  the  coloril«t«  carry  on  tlieir  (isliiti^  ciitirrly 
in  sniiill  l)o:itt»,  wiili  |)('rliiip8  not  njore  tliiui  two  tn<'n  in  cikIi,  who 
return  to  their  flhores  nt  the  close  of  each  (hiy's  work,  and  Imid  and 
cur(!  their  iisli,  which  at  th»!  close  of  tla^  siunnier  are  laden  on  hoard 
their  shi|)s  ior  a  l()rei<j[n  market.  Our  vessels  return  to  our  ports,  when 
laden  with  fish,  to  wash  out,  dry  and  cure  their  "liires,"  and  they  aro 
necessarily  much  behind  their  more  favored  c()m|)(titors  in  seeking  u 
market  for  tin;  produce  of  their  toilsome  labors  of  the  fishing  season. 

In  conse(juerice  of  tlu'se  une(|ual  privileges,  and  the  change  of  policy 
of  our  govertnnent  with  regard  to  a  reduction  of  duties,  from  specific 
rates  to  a  uniti)rm  ad  valorem  rati!  of  twenty  per  eenlum  on  the  il)reign 
cost  of  imported  fish,  our  colonial  competitors  now  supply  our  own 
markets,  as  they  did  liauKMly  the  princi[)al  markets  of  Catholic  Europe 
and  the  Wosi  Indies.  And  not  only  our  own  markets  are  fiooded  with 
foreigi:-caught  fish  tor  consumption  and  Ibr  transportation  to  other 
American  markets,  but  tlu;  Atlantic  ports,  since;  tla;  year  184G,  have 
become  depots  of  vast  (juantities  of  dry  and  pickled  fish  f()r  exportation 
to  foreign  countries. 

Prior  to  the  enactments  of  the  larifl"  law  of  DecjMnher,  1840,  and 
the  warehousing  act  of  August  of  that  vear,  no  drawback  was  allowed 
on  foreign  dried  and  pickled  fish,  and  other  salted  provisions,  or  fish- 
oil;  and  so  far  as  relates  to  the  drawback  of  the  duties  paid  on  said 
articles,  the  prohibition  of  the  4th  section  of  the  act  of  April  27,  1816, 
is  presumed  to  be  in  fiirce.  But  its  provisions  are  entirely  nullifuid  by 
the  operations  of  the  warehousing  act,  which  allows  foreign  fish  to  be 
imported,  juid  entered  in  bond,  and  exported  thence  uii/iout  the  payment 
of  any  duties. 

By  the  statement  marked  No.  1,  appended  hereto,  of  the  imports  of 
fish  into  this  port,  from  J 821  to  1851,  it  will  appear  that  during  the 
first-named  year  only  six  quintals  of  dry  fish  and  tiifhty-scven  barrels  of 
pickled  fish  were  imported;  and  that,  during  the  first  fiscal  year  after 
the  passage  of  the  tariff' of  1846,  nearly  y«Mr/ ten  thousand  <|uintals  of  dry 
fish  'iii\<\  forty-two  t/tousand  barrels  of  pickled  fish  were  im|)orted;  the 
foreign  cost  of  which  was  a  fraction  short  of  $200,000.  Statement  No. 
2  exhibits  the  exports  from  1843  to  1851,  by  which  it  appears  that  in 
1843,  18  W,  1845,  and  1846,  not  any  foreign-caught  fish  was  exported; 
and  that  i.he  value  «)f  the  exports  of  American  fisheries  averaged  half  a 
million  of  dollars  annually.  The  same  statement  shows,  that  from 
1847  to  1851,  there  were  exported  from  this  port  63:816  (juintals  of 
dry  fish,  and  92,524  barrels  of  pickled  fish,  all  of  which  were  entered 
under  the  provisions  of  the  warehouse  act,  and  consequently  exported 
without  paying  any  duties. 

These  facts  most  strikingly  illustrate  the  hard  lot  of  our  fishermen, 
who  are  denied  e(]ual  competition  on  the  fishing  grounds,  and  are  hke- 
wise  deprived  of  the  discrimination  in  their  fiivor,  extended  to  them  f()r 
more  than  half  a  century,  by  the  general  government;  conse(iuently, 
the  results  of  their  adventures  are  diininished  from  year  to  year,  Jis  the 
home  markets,  as  well  as  the  foreign  markets,  are  being  supplied  by 
foreigners  with  foreign-caught  fish. 

Statement  No.  3  exhibits  the  quantity  and  value  of  dry  fish  imported 


Mr 


m 


^  ^ 


IjG4 


ANDUKW8     ItKPOKT   ON 


rit 


nnd  wnr«'!ioiis«'(I   ti)r  lln-  fiscal  yctUA  1H47  lo  ISr)!,  ini'1iiRiv(%  ntui  tho 
(liflposilioii  iikmIc  of  tlii>  s;itii«>. 

Hlutcriiciil  No.  4  sliuws  tlir  sMiiic  l!>r  jtickli'd  li-tli. 
Ily  ilif  (iist  it  will  l»t>  rtcni  lliat  iwj'iiiy-Htvcii  tliirlv-li'nilli  |»arl.s  of 
tlic   \vlii)|(>  iinporiiitioii   utrr  rN|iort*'<|;  jiiid  l>y  tlx*  srcdtnj,  tliat  lifiy 
per  ct'iif.  of  llic  imports  wcrr  sliippi'd  oiil  ol'ilic  coiiiiliy,  f<»  lire  cxclii 
hIoii  of  Ariu'iicaii  (isli.     Tjirs*'  fads  arr  h»  very  siriUiii;,',  llial  comiiM'n 
is  (l('ciiic<l  umicccssaiy. 

Stalciiicrils  Nos.  .0,  (I,  and  7,  rxliiltil  the  qiiaiilily  and  valm-  of  caoh 
kind  of  fisli  imported  into  llic  Unilrd  Stiles  from  \H4'^  to  IHr^,  inelu- 
t<ive,  and  also  tjie  exports  liir  the  same  years,  of  lioili  lorel^n-i'auglit 
and  American  fislieries.  In  the  table  No.  T),  the  ita  lease  of  imports 
will  sndicienlly  appear;  and  1  have  to  call  your  particular  ultenlion  to 
table  No.  (),  in  which  will  be  seen  that  in  l»S4'}  lut  Jim ign  dry  fish  was 
♦'xported  from  any  port  in  the  United  States,  and  only  one  hundred 
nnd  three  barrels  of  pickled  fish;  and  even  down  to  IM4(),  the  small 
nniount  of/.  «  (piintals  oidy  were  «'xporle(l.  The  li  )l  low  in;j;  year,  1847, 
ihirtij-fivr  lliousiiml  (piintals  of  <lry  and  J'»ur(tni  thousand  barrels  ot" 
pickled  fish  were  exporttd,  and  the  annual  exports  have  ^'oiie  on  in- 
creasitii^  from  that  time  to  the  pr<>senl;  the  (piantity  of  piekl<'<l  fish  liir 
1850  bein^'  over  Jiftifninr  tltniismid  barrels.  Table  No.  7  shows  th»! 
<piantily  and  value  ttt'  American-c.iu;,dil  fish  exported  to  all  countries 
l(»r  llu;  satne  years. 

I  also  append  table  No.  8,  which  shows  the  whole  quantity  of  |)ickle(| 
fish  inspected  at  tlie  various  lishini;  towns  in  Massachusetts  fiotn 
.1838  to  18.00,  inclusive.  This  document  is  compiled  to  exhibit  the 
ina;>nitnde  of  this  branch  of  the  fisheries  in  this  OtMiimoiiwealth,  and 
tho  inl<'rest  Massu(;husetls  ciii/ens  have  in  the  proper  regulation  of  llm 
fisheries. 

1  also  a|)pend  |ier«'to  statement  No.  9,  of  the  toniuig**  of  vessels 
employed  in  the  fisheries  of  the  United  States  fitr  the  years  IKIO  l(» 
1850,  inclusive,  desiijnatin^  the  tonnage  employed  in  the  cod  fishery, 
mackerel  fishery,  and  of  vessels  undiT  twenty  tons  burden  in  tin;  cod 
fishery,  and  also  register  tonnage  in  the  whah;  fishery,  together  with 
the  aggregate  tonnage  of  tlie  whoh^  country  f()r  each  period,  by  which 
a  comparison  can  be  made,  at  a  glancj*,  of  the  relative  tonnage  in  each 
employin«'nt,  with  the  entire  tonnage  of  tlu'  United  States. 

In  the  year  1815,  the  yeai  alter  the  termination  of  the  late  war  with 
(Jroat  Britain,  tlu^  fishing  tonnage  of  the  United  Slates  did  not  <'xc»'ed 
fifteen  thousand  tons;  in  1835,  twenty  years  afterwards  it  n.-ached  one 
hundred  and  f()urteen  thousand  tons;  in  18'l.'i  it  was  two  hundred  and 
tighty-s(.'ven  thousand  tons;  and  from  1840  to  1850,  it  increased  about 
nine  thousand  tons  only,  including  the  whale  fishery. 

Although  the  cod  and  mackerel  fish«ries  were  each  regardeil  a  trado 
or  (!m[)loynient  within  the  true  intent  and  meaning  of  the  32d  section 
of  the  act  of  1703,  the  authority  to  issue  licenses  ii>r  the  mackend  fish- 
ery was  first  granted  by  the  act  of  Congress  of  24th  of  May,  1828,  by 
which  it  was  [)roposed  to  keep  the  two  i'nij)loyments  distinct.  But 
every  year's  returns  show  that  V(  ssels  so  licensed  have  been  engaged 
in  catching  cod  fish;  and  the  owners  of  such  vessels  have  in  many  dis- 
tricts obt.'iined  the  bounty  allowed  to  vessels  in  the  cod  fishery,  by  do- 


COLONIAL    AND    LAKB    TKADK. 


Mrj 


iilli  [nirts  nf 
I,  lli.il  lifly 
»  the  rxclii- 
il  coiiiinctit 


tlDrtiiKf  the  tunc  ctnployi'd  in  muckcrcl  fisliiiiu,  if  tluf  titni*  r<i|iiii(>(I  tor 
lM)unly  w;is  ollicrwisc  rn.tdc  out  Ix'twccii  tin-  \;iM  <liiy  of  h'thii-iry  iiiul 
tlio  lii.>i  (Itiy  of  Novcinlii  r,  in  the  y«!.ir  «'rn|)l(>y('(|.  'I'lic  immisi  (|iicn(.'(! 
)in<4  hi'i-n,  tli.it  within  th<>  <'ust(ini;n°y  rnn^r  of  ii  fishing'  voyii<rc  lioih  cod 
nnd  niiickcicl  hiivc  hccn  tiikcn,  withnnt  rcifiu'd  to  the  tenor  ofihe  license, 
and  the  coilectors  ^cneiiilly  have  paid  the  full  houiity  nllo\V( d  hy  law 
to  those  eniplnyed  exeUisively  ill  the  cod  lishery.  It  would  therclitre 
ii|)|)eai'  from  the  le^al  history  nf  the  tishinir  hounti's  and  allowaiices,  and 
from  till*  eonstrnetioiis  and  niider.standin<;  of  them  hy  the  various  olli- 
ct.-rs  wlntse  duty  it  is  to  execute  them,  that,  the  whole  system  reqnircH 
revision,  'i'hc  re^'uiatiouH  liir  dividiuij;  the  proceeds  of  the  lishiiii^  voy- 
ages, instead  of  payiiii;  monthly  wa,i,'cs  to  the  crew,  an?  too  fre(|nenlly 
invaded  l>y  a  large  inunher  of  vessels;  and  tii)twitlistandin<;  all  the  vigi- 
lance of  the  ofticers  of  the  revenue,  it  is  <|uite  douhtful  iftluiacluai  fisli- 
ermen  now  derive  much  if  any  henelit  liom  the  large  sinus  anmially 
j)aid  out  (tl'  the  treasury  l(»r  fishing  hounties.  1  regard  it  of  great  im- 
portance to  cherish  this  hraiich  of  industry,  and  would  not  recommend 
that  anything  should  he  adopted  which  would  impair  its  {)rosperity ;  hut 
1  am  s(»  strongly  impicssecl  with  the  conviction  that  thiw«;  most  inter- 
ested in  the  husiiies.s  would  he  Ixmk  filed  l>y  a  more  thorough  supervision 
of  hounty  claims,  that  1  do  nut  liestitaie  to  urge  its  consideration  upon 
tile  department. 

'I'he  sec()nd  iict  [)asse(l  liy   Congress  after  the  eslahlishineiit  oi"  gov- 
ernment— .July4ih,  1789 — ;dlow«'(la  nounty  on  dried  and  on  pickled  fish, 


and 


on  sailed  orovisioi 


continued  in  li)rt:e,  wi 


th  t 


expmled  to  any  liireigii  country;  and  this  act 


le   niodihcalions  coiitauic( 


I  in  ti 


le  acts  ot 


gusl4lli  and  the  lOtli  of  August,  17!)();oftlie  ISlli  of  Keliruary  and  8th 
of  July,  IV.)>;  2d  of  March.  17fM);  12tli  of  April,  1801);  and  liually  re- 
peah'd  Ity  the  aholition  of  the  salt  duly,  March  .'id,  1807.  From  1807 
to  July  iii)ih,  181'},  t/iire  in  rr  uo  /xmiitiis  nr  dllinuniccs  lu  /isfiing  rrxscls. 
This  la^l  act  ri'stored  the  fishing  hounties  without  granting  any  allow- 
anci!  <ir  diauh  lek  on  llu'  »  xpoiialiou  of  salted  heef  and  pork;  and  the 
rates  allowed  were  increased  hy  the  act  of  March  od,  1811),  according 
to  which  all  piynieiits  lu'e  now  made. 

1  have  thus  summarily  traced  the  histoi  v  of  legislation  in  regard  to 
this  suhji'cl,  in  order  to  show  the  share  of  piililic  alteniiou  given  to  it, 
and  as  picparatory  to  giving  a  comparative  view  of  the  sums  j)aid  hy 
govtanmeiil  as  hounties  under  the  various  acts  of  Congiess. 

It  app(  ars  that  lor  the  year  ending  Dccemlicr  ,'31,  17i)i,  the  sum  of 
^2!J,()82  1 1  was  paid  as  lioiinlies  on  saltt'd  provisions  and  pickled  fish, 
hut  nothing  was  j)aid  to  irssr/.s  (mjtloijril  in  the  Jhliciiis  [nwr  U-*  ilWi, 
when  till-  sum  ]>aid  was  nearly  $!7.'J,000.  Kor  the  year  180G,  the 
sum  of  !?.'J7,000  was  jiaid  on  salted  |)rovi>i(ais,  &c.,  and  S1()-M)00  to 
vessels  emploved.  in  the  fisheries,  making  a  total  of  ah 'Ul  {i?:200,000. 
During  the  years  1812,  'l-'J,  and  '14,  no  payments  w(  re  made.  In 
18ir>,  oiily  SI. 800  were  paid;  hut  in  1820,  the  (irsl  year  alter  the  opcM'a- 
tion  of  till'  a(.'t  of  1819,  the  sum  paid  amounted' to  $209,000.  The 
nmouiii  now  |)ai(l  annually  is  not  far  from  S-]20,000.  liy  the  abstract 
lierewilli,  iiumher  10,  it  will  he  seen  that  at  this  port  aloiu^  there  luive 
been  piid  more  than  two  miilioiis  of  dollars  l()r  hounties  situu'  the  year 
1841.     The  sums  paid  to  vessels  licensed  at  Boston  1  have  separated 


666 


ANDREWS     REPORT    ON 


!'    ! 


:!    I 


•'     f 


from  the  amounts  paid  for  dralts  drawn  by  collectors  of  other  districts, 
dosi;a;natiiig  the  particulars  aud  the  aggregntos  f()r  ench  yri\r  and  tor  thn 
whf)lc  period.  It  will  be  seen,  likewise,  that  while  the;  allowances  have 
continued  to  decrease  at  Boston,  at  almost  every  other  place  they  have 
increased.  At  this  port,  l()r  several  yenrs  past,  an  inspector  has  been 
detiiiled  at  the  commencement  of  the  fishing  sejison,  whose  whole  duty 
it  is  to  look  after  vessels  engaged  in  the  fislieries,  and  to  note,  from  day 
to  day,  every  vessel  in  port,  and  all  the  particulars  relating  to  her  busi- 
ness, and  at  the  close  of  the  season  the  facts  collated  are  communicated 
in  detail  to  the  collectors  of  the  respective  ports  whence  licenses  were 
granted.  Under  the  instructions  ot  the  depnrtment  of  February  22d, 
1842,  a  certificate  has  been  required  previously  to  the  vessel's  depart- 
ure, setting  forth  her  seaworthiness  and  a  description  of  fishing  gear, 
&c.,  and  such  a  certificnte  has  been  regarded  here  as  a  necessary  pre- 
requisite to  the  obtaining  the  bounty.  The  journal  of  the  vessel,  to  be 
sworn  to  by  the  master,  has  also  been  required,  as  directed  by  instruc- 
tions of  2'2d  of  December,  ]848;  and  the  last  circulnr  on  this  subject,  of 
September  17,  1851,  as  modified  by  circular  of  December  11,  1851, 
will  be  strictly  enforced,  and  applied  in  the  liquidation  of  all  cUiims  for 
the  bounty  tluring  the  past  season. 

If  time  permitted,  other  matters  might  be  examined  and  stated,  bear- 
ing on  this  subject,  but  they  wpuld  little  aid  or  strengthen  the  infer- 
ences to  be  drawn  from  the  facts  submitted.  The  extent,  charncter, 
and  value  of  the  fisheries,  in  coimexion  with  the  trade  and  commerce 
of  the  British  Nortii  American  provinces,  will  appear  in  an  exnmina- 
tioii  of  the  statistical  tables  which  form  a  p.irt  of  tiiis  report;  and  from 
an  exjunination  of  the  existing  trc^aties  bearing  on  the  fisheries,  the  re- 
strictions and  ine(|ualities  under  which  American  fishermen  pursue 
their  business  will  be  appiu'ent.  It  follows,  iheref'ore,  that  to  secure 
anything  like  reciprocal  trade  between  the  United  Stales  and  those 
provinces,  a  mor(>  liberal  policy  on  the  part  of  the  British  government 
m  regard  to  the  fisheries  must  first  take  place.  8o  long  as  our  citizens 
are  compelled  lo  conrluct  the  fishing  business  from  their  vessels  in  the 
open  sea,  and  the  colonists  are  permitted  to  land  on  any  of  tlu^  shores, 
inhfibited  or  uninh;diited,  and  set  up  their  fishing  stations,  and  cnrry  on 
their  employment  from  the  land,  nnd  American  vessels  are  denied  the 
fr<'e  navig.'ition  of  tlu;  St.  Lawrence,  the  (iut  ofCniso,  tla;  shore  fishe- 
ries, and  other  advantnges  cliiimed  by  the  colonists,  under  the  siiuetion 
of  these  treaties,  it  is  believed  that  our  government  cainiot  adopt  any 
measures  tending  to  additional  benefits  to  the  connnerce  of  the  colonies. 

I  also  transtnit  abstract  (No.  11)  of  fishing  vess(  Is  lost  during  the  past 
season,  their  tonuiige,  loss  of  liti",  &c.,  as  returned  by  the  collectors  of 
the  severnl  ports  therein  named. 

Custom-house,  Bosioii,  January  7,  1852. 


■!■■ 


■■,:mmm 


COLOMAL   AND    LAKE    TBADE. 


667 


tlier  districts, 
•r  find  for  tho 
w.'inccs  liuve 
ce  ll)(  y  have 

tor  lijis  been 
V.  wliole  duty 
oic,  fiom  day 
I,  to  her  busi- 
imnmnicated 
icensos  were 

briinry  22d, 


stated,  bear- 
len  the  infer- 
it,  chiirnc'ter, 
id  commerce 

nil  exnmina- 
:»rt ;  and  from 
lerji's,  tlie  re- 
rmeti  pursue 
lh;it  to  secure 
les  !ind  those 
1  government 
IS  our  citizens 
vessels  in  the 
A'  \ho.  shores, 
.'ind  cjirry  on 
le  denied  the 
e  shon*  fishe- 
r  the  sanction 
lot  adopt  any 
fthe  colonics. 
uringthep;ist 
^  collectors  of 


The  following  statement  shows  the  allowances  to  vessels  employed 
in  the  fishcnies  and  bounties  on  pickled  fish  exported  from  January  1, 
1820,  to  June  30,  1851: 


Years. 


Allowances  to  vos- 
Heh  employed  in 
the  fisliericK. 


To  3l8t  Dccnmber,  •  1820 
]8ai 
18;i::i 
18'J3 
1824 
1825 
1826 
1827 
1828 
1829 
1830 
1831 
1832 
J  833 
1834 
1835 
183fi 
1837 
•  1838 
183!) 
1840 
1841 
1842 

Six  mos.  to  Juno  30,  1843 
1844 

Year  ending  June  30,  1845 
1846 
1847 
1848 
184"J 
1850 
1851 


$197,634  63 
170,052  92 
149,897  83 
176,706  08 
208,924  08 
198,724  97 
215,859  01 
206,185  55 
23, 145  20 
261,069  94 
197,642  28 
200,428  39 
219,745  27 
245,182  40 
218,218  76 
223,784  93 
213,091  03 
250,181  04 
314,149  49 
319,852  03 
301,629  34 
355.140  01 
235,613  07 
169,932  33 
249,074  25 
289,840  07 
274,942  98 
276,439  38 
243,432  93 
286,703  77 
287,988  75 
328,265  01 


Boiintiet)  on 
pickled  fish 
exported. 


§11,168  71 

11,107  80 

11,158  30 

10,988  50 

10,162  80 

10,560  60 

13,640  40 

8,879  20 

9,026  23 

9,007  60 

9,073  10 

13,406  20 

14,392  00 

13,284  43 

10,802  21 

9..'i36  80 

6,731  80 

7,360  42 

5,474  30 

4,743  50 

4,953  90 

4,760  40 

5,629  30 

3,315  05 

6.663  60 

4;i74  20 

5,540  60 

6,488  20 

747  80 

68  40 


30  00 


7.725,373  13 


241,936  35 


M.  NOUUSr,,  .Acting  Register. 
TnEABunr  Dkpartment,  liigisltr'n  Office,  ,1tigust  11,  1852. 


No.  1. — Iinpnrts  (f  dried  and  piclled  fish  into  (hi'  )iort  of  Boston  during 
the  fiscal  years  ending  June  30,  from  1821  to  1851. 


Year. 


Dried  (ihIi. 


Pickled  fish. 


Quintals.  ;     Value,     i    Barrels.  Value 


1821., 

1830. 

1840 

1W43. 

1844. 

1845. 

1846. 

1847. 

1848. 

1849. 

1850. 

1851. 


13 

20 

7 
3 


6 

37 

575 

169 

125 

684 

430 

,822 

,774 

723 

,013 

,424 


3 

1 

1 

3 
o 

22 

48 
o 

15 


»13 

;»89 

,937 
,989 
,340 
,933 
,798 
,424 
,262 
,851 
,244 
,463 


87 

.151 

7,845 

9,667 

26,047 

21,322 

17,.')98 

41,4.')6 

72,419 

34,597 

55,886 

92,312 


47,782  I     111,643  |     379.587 


(,245 

2, .591 

76,194 

.39,796 

170,585 

194,948 

1. "55, 264 

199,171 

322,730 

189,695 

301,904 

473,005 


2,126,128 


iiin 


Collkctoh's  Office,  Boston,  Dtcember  17,  1851. 


P.  GREELY,  Jr.,  Co»ec«)r. 


ri; 

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ANDREWS     REPORT   ON 


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COLONIAL  AND  LAKE  TRADE. 

No.  11 — Continued. 
DISTRICT  OF  PORTU^ND. 


587 


Denomination  and  names  of 
veesela. 


Schooner  Regulator 

Schooner  Washington 

Schooner  Delight  in  Peace. 

Sciioonor  Elizabeth 

Schooner  Triumph 

Schooner  Hickory 

Schooner  Caledonia 


Masters  of 
vessels. 


None  given.. 

.....(To 

do 

do 

do 

do 

do 


Ton-    iNo.of 
nago.     men. 


49  85 

8 

5'2  08 

10 

51  21 

8 

35  6S 

6 

52  2!) 

12 

40  74 

8 

87  56 

14 

369  54 


Value. 


$600 
800 

1,000 
601) 

1,600 
400 
600 


01     gj 


66 


5,000 


None . 
...do.. 
...do.. 
. . .do. . 
...do.. 
. . .do.. 
. . .do. . 


Amount 
O't'loss. 


Total. 
. . .do... 
. .  .do.. . 
. . .do.. . 
. .  .do.... 
. . .do... 
.  ..do... 


DISTRICT  OF  BARNSTABLE. 


Denomination  and  names 
of  vessels. 


Masters  of 
vessels. 


Schooner  William  Gray...    None  given. 

Schooner  Belle  Isle do. 

Schooner  Rival do. 

Schooner  Nettle do. 

Schooner  K.  M.  Shaw do. 

Schooner  Franklin  Dexter.' do. 

Schooner  Hamilton 

Schooner  Grafton 

Schooner  Telegraph 

Schooner  Melrose,  and 
other  vessels  in  this  dis- 
trict, partial  loss 


.do. 
.do. 
.do. 


.do. 


Ton- 
nage. 


Nnmbor  of 
crew  lost. 


57  08 
103  82 
47  76 
66  92 
82  20 

63  13 

64  22 
78  22 


563  50 


16 
10 
11 


43 


Value. 


o  . 

O)  u 

U  b 

9  ^ 


$1,000 
3,000 
1,400 
3,000 
3.000 
2,200 
2,. WO  i 
3,000  I 


Amount 
j  of  loss. 


$1,000 
3,000 
1,400 
3,000 
3,000 
2,200 
2,500 
3,000 


5,000 


19,100  I j    24,100 


,P 


i* 


DISTRICT  OF  PORTSMOUTH. 


Denomination  and  names 
of  vessels. 


Schooner  Ballcrma 

Schooner  Banner 

Schooner  Burlington. . . . 
Schooner  Harvest  Home. 
Schooner  Wellington. . . . 
Schooner  Oscar  Coles  . . . 


Masters   of 

vessels. 


None  given.. . 

do 

do 

do 


Ton-    i  Number  of 
noge.    I  crew  lost. 


59  00  8 

33  00  6 

96  00  13 

66  00  I  10 

.do I     74  00  I  10 

.do. . . . 


328  00 


47 


Value  of  Value  of  Amount 

vessels,      cargo,    i  of  loss. 


#1,600 

500 

1,.W0 

2,. WO 

1,500 


7,600 


$000 
500 

2,8(10 
900 

3,500 


Total. 
. .  .do.. 
. .  .do. . 
.. .do.. 
. .  .do., 
. .  .do.. 


8,600 


16,000 


^1 


588 


ANDREWS     REPORT  ON 

No.  11 — Continued. 
DISTIUCT   OF    PASSAMAQUODDY. 


«] 


H 


Dcnoiiiiniition  iind  namcH 
of  veiJ8el8. 


Sclioonor  Atncricii. .  ■ 
Schudtier  Miiriii. . . . 
Schouncr  Eliza 


Miislors  of 
vohhuIh. 


None  given. 


.do. 


Tonn- 
ngo. 


43  ai 

4G  (>l 
.'>4  0!) 


143  91 


Nimilmr  of 
crow  lo8t. 


'None . 


17 


Value  of 

VCHHOI. 


$7(10 
1,20(1 


Vnliio  of 
outfitti. 


$400 
400 
300 


Total. 


$1,100 
1 ,000 
1,500 


3,G0U 


RECAPITULATION. 


Districts. 


District  of  (JloiiccHtor. 
District  dl"  I'i'iiolisi'.ot  . 
District  of  I'ortl.iiKl. .. 
District  of  ltiiriistal)io  . 
District  of 
District  <jf 


Number  of 

vessels. 


I'ortSMK'Util.  . . . 

I'assainuijuoddy 


9 
14 

7 

10 

(> 

3 


6a<»  49 

(!<)(;  01 

3(>!l  .'■)4 

r>(i3  50 

;j:.'H  (lit 

143  <)1 


19,3(i(i 
14,4(10 

5,000 
24,100 
1(),200 

3,(iOO 


Total. 


49 


2,730  53 


W3,2(iG 


IjOH8  of 

life. 


24 
22 
G6 
43 
47 
17 


219 


P.  (J  HEEL Y,  J 11.,  Collector. 
Collector's  Office, 

District  of  Boston  and  CharUstoKti,  January  1,  1852. 


1  I 


COLONIAL   AND   LAKB    TRADK. 


589 


VttlllO  of 
OlltfitH. 

Total. 

$400 
400 
300 

$1,100 
1,000 
1,.JOO 

3,(J00 

PART    XIII. 


H  in  (lul- 

liOSS  of 

larx. 

lif 

J. 

l!).3ti(; 

24 

14,4110 

22 

5,  (JIM) 

tie 

24,100 

43 

lO.-JOO 

47 

3,  COO 

17 

H3,a(i0 

219 

Jn.,  CvlU 

dor. 

THE  FRENCH  FLSHEUIES   AT   NEWFOUNDLAND. 


Th 


(I 


ih 


lit 


rrcont  movements  in  brnnco  m  re 
at  Nc\vll)un(llinul,  aiul  cxjjortcil  to  ti)irign  countries,  nre  sMigularly 
interesting  at  the  p/esent  lime,  becau.-'e  it  will  be  t()im(l,  from  what  fol- 
lows, ihiil  the  (rlianges  wliieli  take  plaee  during  the  [)resent  year  in  the 
allowance  of  those  hounlies  are  cah/ulatcd  to  exercise  a  powerful  efK-ct 
on  lh(!  (l(!ep-sea  fisheries  of  the  United  Slates.  Hereafter  we  arc  to 
liav(!  fish,  caught  and  cured  by  citizens  of  France,  entering  our  mar- 
kets, under  th(;  stimuhis  of  a  large  ijoimty,  to  competes  with  the  fish 
caught  and  cured  by  our  own  citizens.  This  a1togeth(>r  new  and  unex- 
p(.'cted  movemenl  on  the  part  of  France  has  ah'eady  attracted  attention 
and  excited  much  interest  among  the  fishermen  of  the  N(!W  England 
Slates.  As  airecting  an  important  l)raneh  of  the  induslry  of  our  jx-oplo, 
ihis  change  in  the  [)olicy  of  France  will  hr.  reviewed  somi.'whar  at 
length,  in  order  that  tli(!  whole  matter  may  be  fully  understood.  The 
law  of  France  which  granted  bounties  to  the  sea  fisheries  being  about 
to  expire,  lh(>  project  of  n  new  law  was  submitted  to  the  Niitiouid  As- 
sembly on  the  2()ih  of  Decend)er,  l.SoO,  by  Monsieur  Dumas,  Minister 
of  Agriculture  and  Commerce,  and  Monsieur  Itomain-Destijsses,  Min- 
ister of  Marine  and  Colonies.  At  the  same  time,  these  ministers  sid)^ 
mitled  lo  the  National  Assembly  an  abli;  report  on  the  deejj-sea  fisheries 
of  Franc(s  and  a  variety  of  inter(;sting  statistical  returns,  translations 
of  which  are  embodied  herewith. 

It  is  set  t!)rlh,  among  other  things,  by  the  Minister  of  Slate,  that  the 
bounties  paid  by  Frane(>  during  the  nine  years  from  1841  to  1850, 
inclusive,  fi)r  the  cod  fishery  only,  had  amounted  to  the  mean  annual 
avfMage  of  3,900,000  francs.  The  nurid)er  of  men  employed  in  this 
fishery  annually  amounted  to  11,500  on  the  average.  'V\ir  annual  ex- 
pense to  the  nation  was,  therefi)re,  '}'}S  liancs  per  amunn  fi)r  e.ich  man. 
France  trains  up,  in  this  manner,  able  and  hardy  seamen  fi)r  her  navy, 
it  is  said,  who  would  cost  the  nation  much  more  if  they  were  trained 
to  th(!  sea  on  board  ves>els-of-war. 

Tilt;  proposed  law  and  report  of  the  ministers  of  Stati'  who  intro- 
duc(>d  it  having  been  submitted  to  a  commiltix'  of  the  National  Assem- 
bly, a  report  thereon  was  j)resent(>(l  by  Mcmsieur  Ancet,  th(;  chairman, 
on  the  3d  day  of  May,  1851,  a  translation  of  which  is  as  t()Uow3: 

Ilejiort  rendered  in  the  name  of  the  commission  for  the  inquiry  into  the 
■projected  law  relating  to  the  great  sea  fisheries,  by  M.  Ancct,  rcirrescnlative 
of  the  yeoylc.     Session  of  May  3,  1851. 

Gentlemen:  The  commission  lo  which  you  intrusted  the  examina- 
tion of  the  projected  law  in  relation  to  the  great  sea  fisheries,  presented 


1  -  i . 


■ii  !■ 


^ 


'dF 


^ii 


■i, 


'i 


Ms 

!  i 


590 


ANDREWS     REPORT  ON 


by  iho  Ministers  of  Marine  and  Commerce,  has  devoted  itself  to  the 
said  cxiiijiination  with  all  the  attention  which  its  injportance  demanded. 
It  has  heard  delegates  from  all  the  ports  out  of  wliich  tin;  vessels  are 
c'(iui()ped.  It  has  consulted  the  att<'sted  reports  of  the  remarkable  dis- 
cussions held  by  the  Counsel  of  State,  as  well  as  the  deliberations  of 
the  commission  t()rmerly  appointed,  under  the  honorable  Mr.  Dueos,  its 
president;  delibi.'rations  which  served — if  one  may  so  speak — as  the 
basis  i()r  this  {)roject;  and  to  conclude,  it  is  only  alter  comin<5  to  a  per- 
lect  nnderslaiKhng  with  Messieurs  the  Ministers  of  the  Mariye  and 
Commerce,  and  the  Director  General  of  Customs,  that  wc  lay  before 
you  the  result  of  our  labors. 

Your  (;oimnission,  messieurs,  has  not  thouglit  for  a  moment  that  the 
encouragement  granted  to  the  great  fisheries  can  be  regarded  as  any 
cxclusivt:  favor  or  protection  to  anyone  l()rm  of  industry.  UiKjuestion- 
ably,  the  industry  exerted  in  the  fisheries,  and  the  commercial  activity 
arising  from  it,  becomes  a  very  considerable  element  of  employment 
and  conil()rt  to  a  numerous  class  of  people,  but  this  consideration  ap- 
pears to  us  entirely  secondary  and  insuliicient  to  justify  the  fiivors  of 
especial  legislation. 

We  conceive  that  such  industrial  employnicnts  as  can  prosper  only 
at  the  expense  of  the  public  treasury  should  not  exist;  aiul  that  the 
intervention  of  the  State,  in  the  f()rm()f  aid  and  l)ounties,  can  be  justified 
only  by  considerations  of  general  and  public  interest.  It  is  not,  there- 
fore, a  commercial  law  that  we  have  the  honor  to  propose  to  the  As- 
sembly, but  rather  a  maritime  law — a  law  conceived  f()r  the  advance- 
ment of  the  naval  power  of  this  country;  for  it  is  in  this  point  of  view 
only,  that,  in  our  opinion,  the  encouragement  granted  to  the  great  fish- 
cries  ought  to  be  maintained.  F/;.ncc,  seated  on  the  three  most  im- 
portant seas  of  Europe,  must  continue  u  maritime  power.  The  mem- 
ory of  her  history,  the  genius  of  her  inhabitants,  the  variety  of  her 
prod u (lions,  the  easiness  of  her  communications  with  the  rest  of  the 
continent,  and,  yet  more,  the  interests  of  her  greatness  and  of"  her  pre- 
ponderance in  the  world,  connnand  this. 

Nevertheless,  the  loss  of  her  most  magnificent  colonics  has  occa- 
sioned irreparable  injury  to  the  commercial  marine,  which  is  an  essen- 
tial element  of  naval  power.  Treaties,  which  became  inevitable  in  the 
course  (>['  time,  have  successively  robbed  her  of  the  most  valuable  ob- 
jects of  freight.  Cotton  belongs  to  the  Americans,  coal  to  the  English ; 
and  at  the  present  moment,  the  shipments  of  sugars,  our  last  resoui  e 
for  distant  navigation,  seems  to  be  daily  growing  less  and  less. 

Tlie  great  fisheries  still  remain  tt)  us;  and  in  order  to  preserve  them, 
we  must  continue  the  encouragements  they  have  received,  even  at  pe- 
riods when  a  commercial  and  colonial  prosperity,  infinitely  superit)r  to 
that  now  existing,  multiplied  our  shipping,  and  created  abundance  of 
seamen.  It  is  on  our  fisheries  that  at  this  day  repose  all  the  most  seri- 
ous hop(^s  of  our  maritime  enlistments. 

In  ftict,  the  fisheries  give  employment  to  a  great  number  of  men, 
whom  a  laborious  navigation,  under  climates  of  extreme  rigor,  speedily 
forms  to  the  profession  of  the  sea. 

No  other  school  can  compare  with  this  in  pre|)aring  them  so  well, 
and  in  numbers  so  important,  lor  the  service  of  the  navy. 


m 


COLONIAL   AND   LAKE    T     4DV. 


m 


trd  itsrir  to  the 
nice  (Iriniintled. 
the  V(>ss('ls  !ire 
•cmarknlile  (hs- 
doliberatbns  of 
3  Mr.  Ducos,  its 
I  spcjik — as  the 
i)inin<^  U)  a  per- 
ho  Marine  and 
t  wc  lay  before 

loment  that  the 
egarded  as  any 
'.  Uii(|uestion- 
nercial  activity 
of  eniph)ynient 
)nsiderali()ii  ap- 
ly  the  fiivors  of 

in  prosper  only 
t;  and  that  the 
can  be  justified 
It  is  IK  it,  there- 
pose  to  the  As- 
)r  the  advance- 
5  point  of  view 
>  the  great  fish- 
three  most  iin- 
r.     The  inem- 
variety  of  her 
,he  rest  of  the 
md  of  her  pre- 
mies has  occa- 
eh  is  an  essen- 
icvitable  in  the 
5t  valuable  ob- 
to  the  English ; 
r  last  resoui  c 
1  less. 

preserve  them, 

d,  even  at  pe- 

ly  superior  to 

abundance  of 

the  most  seri- 

mber  of  men, 
rigor,  speedily 

them  so  well, 


Thus  it  nppenrs  from  the  crew  lists  of  our  niiirine,  vii-.w  tli 


m 


numbers  of  men  employed  by  tlu;  one  hundred  kilogrammes  of  it    augj^ 


m  commercial  vessels,  are  as 


ti)ll 


ows; 


For  long  coasting. 


*»  mm. 


For  fishery  at  Iceland 17     •» 

For  fisliery  at  St.  Pierr(!  and  Miquelon 18     " 

For  fisliery  on  the  coasts  of  NewtJiundland 30     •' 

These  figures  clearly  |)rov(!  the  considerable  share  which  cod-fishing 
bears  in  the  develoj)nient  of  our  maritime  enli^tmenls.  If  it  were  ne- 
cessary to  confirm  the  fact  yt-'t  more  strongly,  W(!  should  say  that  table 
No.  2,  appended  to  this  report,  establishes  that  the  increase  ol'  the 
maritime  population  in  the  districts  in  which  these  vessels  are  fitted 
out  has  been,  on  the  average,  during  the  ten  years  under  the  pr(!valence 
of  the  law  which  we  call  upon  you  to  maintain,  not  less  than  twenty- 
six  per  cent.;  whereas,  in  the  other  districts  tiie  progress  has  not  ex- 
ceeded Iburteen  per  cent. 

England,  notwiihstanding  the  immense  resource's  of  her  insular  posi- 
tion; the  United  tStates,  wliere  fisheries  are  both  economical  and  easy, 
inasmuch  as  they  are  carried  on  upon  their  own  coasts,  and  Holland, 
had  always  tiivored  this  description  of  shipping,  and  have  proportioned 
their  enccniragement  to  the  chances  of  profit  or  loss,  as  they  appeared 
to  predominate. 

Less  tluai  any  other  maritime  nation  ought  we  to  refuse;  support  to 
this  adniiral)le  school  l\n-  our  seamen,  li)r  the  French  shipmasters  are 
at  present  in  a  condition  very  inferior  to  that  occupied  by  their  rivals. 

There  was  a  time  when  France  possessed  all  the  piincipal  fishing 
grounds  in  Acadia,  Canada,  Isle  Royal,  the  isle  of  St.  John,  and 
lastly  Newt()undland.  The  treaties  of  1713,  of  17G3,  of  1783,  and 
finally  of  1814,  have  reduced  our  possessions  in  those  seas  to  the  two 
islets  of  St.  Pierre  and  Micjuelon ;  that  is  to  say,  of  two  steriU;  rocks, 
destitute  of  all  resources,  and  on  which  we  are  tbrbidden  to  raise  any 
fortifications. 

The  same  treaties  reserve  to  us  the  right  of  fishing  along  the  coast, 
but  only  at  determined  points  and  distances.  We  are  only  permitted 
to  establish  ourselves  on  the  northern  part  of  Newfoundland  during  a 
few  months  of  the  year,  and  that  without  constructing  any  permanent 
habitations. 

Thus,  while  the  English  are  in  exclusive  possession  of  the  best  fish- 
eries— while  they  are  enabled  to  Ibund  numerous  permanent  habita- 
tions on  the  southern  coast  of  Newfoundland,  favored  by  the  mildness 
of  the  climate  and  the  fertility  of  the  soil — our  fishers  are  obliged  to 
carry  out  with  them  yearly,  to  the  north  shore,  salt,  fishing  utensils, 
materials  for  the  construction  of  places  for  shelter,  and,  in  a  word,  all 
that  is  necessary  for  subsistence  and  tor  the  operations  of  the  season. 
Thai  portion  of  Newfoundland  is,  moreover,  as  the  honorable  Mr. 
Ducos  observes,  in  reporting  the  laws  of  1841,  uncultivated  and  sav- 
age ;  its  climate  is  stormy  and  severe ;  its  waters  far  less  fruitful  in 


1^1 


I  ■ 

i 

I  ! 


1 

1 

i 

, 

fi 

■■] 

1  { 


■':h. 


•Sii? 


i'l 


m 


592 


Andrews'  ueport  on 


H.sIk's.  As  rcpj.'irds  thn  Ariicriciins,  wo  linvo  alrrn<ly  sriid  tlinl  thoir 
ti.sli(>ri('s  me  r;isy  nud  ('coiioiiiiciil  tilonu;  iIk;  vast  ningo  of  coasts  thoy 
possess,  near  tli(^  most  favorahlc  lisliitii,'  uromids. 

Tlu!  coiiscciueiiccs  ot"  .siicli  iiK'niialii y  in  |>osili()ii  can  Ix;  rradily  ap- 
preciated. Oil  all  sides,  the  cfid  taken  in  the  Knglisli  and  Anierican 
lislieries  can  Iw  sold  at  prices  ;»reatly  ind'rior  t(»  the  rales  l!)r  French 
cod;  ami  tla;  great  marts  to  which  wc  carry  our  |)rodui'tion3  will  be 
very  soon  closed  a,u;ainst  us,  if  wc;  do  not  counterbalance  the  disadvan- 
tages ol'our  situation  by  nutans  of  prudently  considered  encouragements. 

Your  commission,  genliemeii,  has  shown,  then — 

1.  That  commercial  na\i<j[alion  having  lost  its  best  elemcnils  of  trans- 
portation, the  preservation  of  the  great  lislieries  assumes  a  degree  of 
importance  more  serious  when  tli'  v  are  viewe<l  as  being  in  liict  the 
nursery  ot"  our  military  marine. 

2.  'I'hat  tlu!  increase  of  the  enrolment  for  the  navy  arising  from  the 
vessels  used  in  the  fisheries,  has  justilied  the  hopes  which  induced  the 
legislation  to  impose  certain  saerilices  on  the  treasury. 

3.  That  in  the  disadvantageous  jiosiiion  to  which  tlu;  treaties  have 
reduced  our  shipmasters,  the  fisheries  can  be  maintained  only  bv 
means  of  encouragement  which  will  in  some;  degree  diminish  the  ad- 
vantages possessed  by  our  rivals.  It  remains  to  examine  what  lias 
been  the  importance  of  the  sacrifices  to  which  the  State  has  submitted, 
and  to  consider  whether  we  may  look  f()r  results  jnoportionate  to  the 
assistance  a.skcd  fi»r  fi-om  the  new  clauses  of  the  j)roposed  law. 

UOUNTIES    0\    VESSELS    KITTED   OUT. 


li: 


We  fish  for  cod — 

On  th(^  (irarid  Hank  of"  Nt.'wfiiundland  ; 

On  the  shores  of  tla?  same  island; 

On  those  of  the  isles  of  St.  I'ierrc  and  Miijuelon; 

In  tlu!  budandic  seas  ; 

And  on  the  Dogger  IJank. 

Wc  fish  with  or  without  drying. 

Fishery  without  drying  is  carried  on  in  the  Icelatidic  seas,  on  the 
Dogger  Hank,  and  on  lliiMiraiid  Itanks  of"  i\ewl<)un(lland.  Tlu^  fish 
so  taken  is  salted  on  board  the  fishing  vessels,  and  each  vessel  brings 
it  to  France  as  soon  as  tfie  cargo  is  c mipleted.  This  is  ihc  green 
cndjish,  which  is  consumed  ( ntireiy  in  France.  This  description  of 
fislicry  employs  fiir  fi'Wer  men  than  the  (isliery  with  drying,  and  yet 
its  returns  are  far  more  abundant.  Fishery  with  drying  is  practised 
on  the  (Jrand  H;mk  ol"Newli)undland,  on  the  shores  of  that  island,  and 
on  those  of"  th(!  isles  of  St.  J'icrre  and  Mi(juelo!i. 

The  cod  there  taken  is  dried  on  shore,  either  at  St.  Pierre  and 
Mi(jUclon,  or  on  those  coasts  of  Newf()undland  when;  that  j)rivilege  is 
reserved  to  us.  This  day,  cod  is  not  sparingly  cotisiimed  in  France. 
It  is  principally  cxpc)rt(>d,  witli  the  aid  of  bounties,  to  Frencdi  colonies 
and  fijreign  countries,  either  directly  from  the  fisheries  by  the  lishcrs 
themselves,  or  by  transhipment  from  France. 

It  appears  from  the  oiHcial  tables  which  have  been  furnished  to  us, 
that  during  the  period  from  1841  to  18  lU  the  returns  of  the  French 


COLONIAL    AND   LAKR    TRAnK. 


rm 


i\i(l  lliiit  thrir 
)f  coasts  thoy 

Im!  roadily  fip- 
mil  Aint'riciin 
tea  li)r  Frcncli 
irtions  will  be 
tlio  (llsiulvan- 
couragemcnls. 

iicntsoftrans- 
f\s  a  (lc;!;rrr  of 
iiig  ill  fact  the 

riisiii^  from  the 
li  iiuiucfcl  the 


■ 


I 


('  tri'Mlii's  liavo 
liiKMJ  only  b 
imiiiisli  tlic  a( 
iniiic  what  has 
has  siil)milt<Ml, 
Dftioiiatc  to  the 
led  law. 


lie  seas,  on  thf 
iiul.  The  fish 
h  vessel  brings 
lis  is  the  (rrccn 
(leserij)tion  of 
Iryin<^,  and  yet 
itiy;  is  practised 
hat  island,  and 

St.  Pi(>rre  and 
hat  privilcpfP  is 
med  in  France, 
rencdi  colonies 
s  by  the  lislicrs 

furnished  to  us, 
of  tho  French 


fisheries  hav(^  been  annually,  on  an  averapo,  nbonl  41,(KK).(I()(I  kilo- 
gram ines  :  <>r  this  gross  amount,  ii7,()()(  1,000  have  been  consumed  in 
France,  17,000,000  have  hem  exported  to  the  ei)lnnies  or  to  lltr(  i^^i 
lounlries;  and  thai  the  e\jt(»ilatii)n  lias  been  made  in  llearI^  (([ual  j)ro- 
[xirtions  iVoni  the  si'ats  ol'lishery  and  from  the  ports  of  Fiance.  'I  lius 
about  twc-lilihs  of  the  returns  of  our  fisheries  are  yearly  exported  to 
rriarkets  from  which  the  competition  of  onr  rivals  would  very  soon  ex- 
(  lude  us,  Wire  it  not  fiir  the  aid  afforded  by  means  of  bouirlies;  for 
th(^  prices  of  the  Kuglish  and  American  cod  must  always  be  lower  than 
the  rates  of  (tur  fish,  owing  to  the  difU-rent  positions  in  wlm-h  we  are 
placed.  VVe  shall  [in»eeed  to  show  that,  should  this  be  the  case,  and 
this  i'Xportation  be  stojiped,  our  e(|ui|)menl  of  vessels  fbr*tl:e  fisheries 
would  be  r((luced  to  a  most  insigiiilieant  number,  and  our  eniolment 
of"  seauien  would  be  deprived  of'  one  of  iis  most  precious  resources. 
The  encoinagemruts  given  to  the  c(<(l  fishery  arc;  diviiletl  into  bounties 
on  the  num!»er  of  men  in  every  crew,  autl  into  bounties  on  the  exporta- 
tion of  the  jirodiiee,  counted  by  the  fiuiiital  of  cod,  but  tho  amount  of 
bounty  varying  aecordiiig  to  the  destination  of  the  cargoes. 

It  fitllows  that  the  bounties  on  the  crew  arc  beneficial  to  the  vessels 
ompioyed  in  both  kinds  ol'  fishing — that  with,  and  that  without  drying. 
The  average  aniiuai  amount  ol'  Ixainiies  to  the  crew  lor  the  last  ten 
years  has  been  6;i0,000  to  540,000  tiancs. 

The  bounties  on  exportation  '"ipply  only  to  tiie  17,000,000  kilo- 
griimmes  exported,  wliether  to  our  own  colonies  or  to  tbreign  countries, 
and  have  amounted,  on  an  average  of  years  since  1841,  to  3,800,000 
francs;  that  is  to  say,  during  the  nine  years  elapseil  since  1841,  the 
expenses  of  the  (State  on  the  cod  fisheries  have  annually  reached  tho 
average  of  0,!)00,000  li-ancs. 

The  cod  fisheries  employ  332  vessels,  47,000  tons  burden,  and 
manned,  af-'cording  to  the  governmenl  returns,  by  11,500  men.  Each 
of  these  men,  theiif()re,  is  an  annual  charge  on  thiMiation  of  338  tiancs. 
But  it  has  been  :.aid  that  if  th(>  bounties  paid  on  (he  exportation  of  fish 
were  tlisc:ontinued,  the  fisli(>ries  necessary  fi)r  the  provisioning  of  France 
itself  would  still  remain;  and  it  is,  in  reality,  l()r  only  about  one-third 
of  the  products  of"  our  fisheries  that  the  budget  is  charged  yearly  with 
so  heavy  a  sum.  It  is  n{»t,  therelim-,  l!;?,000  siulors,  but  tln^  tliird  ]»arl 
of  that  nund)er,  which  costs  us  three  millions. 

Messieurs,  this  reasoning  has  been  seriously  discussed  by  your  com- 
mission, and  it  ajipcars  to  us  that  it  is  actually  the  12,000  lisher  sailors, 
and  not  the  third  of  that  nuujber,  who  profit  by  the  sacrifices  of  the 
tr(!asury.  In  tact,  the  operations  of  the  fisheries  are  indivisible,  and 
form  a  single  wiiole.  It  is  the  elasticity  givini  bv  (exportation  to  the 
price  in  our  miirk(!ts  which  alone  induces  the  fitting  out  so  many  ves- 
sels. Is  it  not  true,  if  the  bounties  did  not  aid  in  tlu^  shipments  to  the 
colonies,  and  to  t()reign  ports,  of  a  consideral)l(>  j)roportion  of  the  ])ro- 
duce  of  the  fisheries,  those  (external  markets  would  be  closed  against 
us,  and  tlitit  cons(Mpiently  thereupon  tlie  French  markets  would  be  em- 
barrassed, and  prices  lowered? 

The  conse(|uenecs  which  must  follow  from  such  a  state  of  things  can 
be  easily  fbrest'eu.     'Vhe  produce  of  the  fisheries  selling  in  Fiance  only, 
because  all  exportation  would  be  impossible,  two-thirds  of  the  outfits 
38 


1  'I 


I! 


I 


'!L 


694 


ANDREWS      REPORT    ON 


fM 


';i 


*1; 


',11 


would  cease.  It  mny  he  said  that  there  would  ho  even  a  greater 
reduction  lliati  this,  and  that  France,  after  the  loss,  too  great  to  he  ap- 
preciated, of  a  large  part  of  her  naval  enrolment,  would  have  cither 
to  pay  very  dearly  lor  French  fish,  or  else  admit  f<)reign  cod. 

As  we  have  oi)serv(;(l,  messieurs,  the  fisheries  without  drying,  the 
nperations  of  which  an;  more  simple  and  tlu^  returns  larger,  enjploy  a 
much  snialU^r  numher  of  sailors.  But,  again,  the  vessels  in  use  for  this 
purpose?  employ  oidy  the  actual  numl)er  of  hands  necessary  for  the  navi- 
gation of  them;  and  it  may  he  said  of  this  fishery,  that  if  it  |)repar(;s 
/ewer  men  ft)r  tlie  stja,  lijorms  hi-tter  sailors,  the?  clUe  of  the  navy.  It  is 
pursued  princi[)ally  on  lUv  Grand  Baidi  of  Ncnvliiundland,  and  in  forty 
fathoms  of  wat(M-.  'VUv  vessel  li(,'s  at  anchor,  and  sends  out  her  hoats 
every  d.iy,  in  tht;  heaviest  seas,  to  set,  and  again  takt;  up  the  lines.  Of 
all  kinds  of  fishery  it  is  th<!  rudest  and  most  expose-d. 

It  would  s<'e:n  at  first  that  the  encouragements  given  to  it  should  he 
equal  to  tliose  given  to  the  fisheries   with  drying  and  the  island  fish- 
eries, since,  on  th(M)n(!  hand,  its  products  are  ahundant,  and  more  capa- 
ble, owing  to  their  (piality,  of  sustaining  (!om|)elition  against  f()reigii  pro- 
duce ;  and  on   the   other,   it   liirnishes   excellent  sailors  f()r  the  naval 
levies.      But  to  the   po\V(;rful  t;oiisi(lerations  of  economy   which    have 
continually   governed   us,    and   led    to   reduce   rather  than  exceed  the 
amounts  of  the  encouragennMit  given  in  past  times,  is  added  this  n'flt!C- 
tion — that   th(!   law   cannot   adopt  as  its  end  the  encouragement  of"  the 
trade  in  codfish.     This  hranch  of  industry,  as  we  hav(!  already  staled, 
could  have  no  title  ahove  any   other  to  reepiire  sacrifices  on  the  part  of 
the  state,  if  it  did  not,  in  a  very  advuiitageous   proportion,  angmi'nt  the 
nurnbi^r  of  our  sailors.    In  this  point  of  view — the  only  oni?  which  can  he 
admitted  hy  the   legislator — that  fishery   which  furnishes  tlu'  most  sail- 
ors is  that   which   hest  justifies  the  highest  encouragenu'nt.     Now,  the 
fishery  on  the  (Jrand  Bank,  without  drying,  is  th(!  Ixvst  school  for  sailors  ; 
but  it  is  incotilestahle  that  the  lisliery  on  the  coast  of  Newl<)un(lland,  as 
well  at  St.  I'ierre  and   Mi(juelon,  offer  a  readier  and  more  efiicaeious 
means  of  recruiting  the  navy.     As  to  that  which  is  carried  on  upon  tlu? 
coast  ol   Newli)undland,   with  drying,  the   bounties  on  tlu;  outfit  which 
it  enjoys  have  not   been  altered  since  181G.      It  has  always  been  fixed 
at  fiity  francs  per  man  fiir  eacfi  of"  the  crew.     The  law,  moreover,  im- 
poses on  all   vessels   fitted  out  with   this  deslination,  tlu;  ol)ligation  of 
emb.nking  at  least  twenty  men  in  every  vesseloi  less  than  one  hundred 
Ions  hurdfu;  thirty  njcn  litr  a  vessel  from  one  hundred  to  one  hundred 
and  filiv-eiglil    tons;  ■nid  fifty    men  f(»r   a  vessel  liom  one  lumdn>d  and 
fifty-i'iglit   tons   upward.      It  is   this  fishery   which  employs  the  largt\st 
numher  of  vessels,  and  which    is  most  liivorahle  to  enlistments.     In  it, 
young  men  lr(»in  filteen  to  eighteen  years,  who  oth(Mwise  would  never 
have  thought  of  navigation,  g<»  on  hoard  as  cahiiehoys  or  green-hands, 
and  make  several   voyages.      Th"'y   ;ire  employed   in  the  work  aslion^ 
and  in   drying   the   fish.     The   second  year  they  go  out  in  the  fishing 
boats  every    morning,   and   retin'n  every  (wening  ;  hy  this  means  tlay 
are  f()iiiied  gradually  to  continued  navigation.     After  three  years,  these 
young  men,    if  they  have  passed  the  ai^e  of  sixl(!eii  yf-ars,  are  classed, 
Hiid   I)  I'lig    i<)r  the    remainder    of  their  lives  to  the    maritime    lists. 
Beyond  (jnestion,   these;   recruits  who  so  largely  swell  our  lists  are,  at 


COLONIAL    AND    LAKE    TKAPE. 


595 


first,  but  very  imperfect  snilors;  there  are  even  some  who,  after  the 
thn^e  voyages  reijuired  previous  tf)  heuig  entered  on  tli(3  lists,  give  up 
the  sea  as  an  employment;  but  the  numl)er  of  these  is  mueh  smaller 
than  has  bf^en  stated.  And  is  it  not  evident  that  our  population  on  the 
sea-board  would  enter  less  readily  upon  tli(>  (;areer  of"  seanxn,  if,  in 
plaee  of"  the  (^xcitenuuit  and  interest  which  their  engagetneiit  in  tin*  fish- 
eries ofii'rs,  they  had  no  prospect  but  that  of"  embarking  in  the  vessels 
ofstaK^? 

The  government  proposes  to  you  tf)  continue  the  bounty  of"  fifty 
francs  a  man  l<)r  th(;  crews  of  vessels  em|»loyed  in  the  fisheries,  with 
drying,  whether  carried  on  upon  the  coasts  of  N(!wlbiu»(lland,  at  St. 
Pierr(!,  and  Mi([uelori,  where  tfic  conditions  and  method  of  fishing  are 
analogous,  or  u[)on  the  (jrand  Bank.  We  have  alluded  to  the  difiieult- 
ies  of  this  mode  of  fishing,  even  when  it  is  prosecuted  without  drying 
the  fish  caught. 

We  giv(!  entire  approbation  to  tbese  [)ropositions. 

The  l)ounty  on  tlu-  fishing  without  (hying  in  the  l(!elandic  seas,  is 
fixed  at  filiy  francs  per  man  f()r  each  of  the  crew,  inco  the  law  of  .June 
25,  1841.  W(!  Iiavt!  retained  this  also,  on  the  reconunendation  of  mes- 
sieurs the  Minister  of  Coumierce  and  the  Marine.  No  fishery,  in  truth, 
is  more  suitable  f()r  the  li)rmaiion  of  intrepid  sailors.  On  the  coast  <jf 
Newl()undland  the  ship  is  laiil  up  and  dismantled;  on  tlie(jrand  IVinks 
it  is  at  anchor;  in  Iceland  it  must  needs  be  un«ler  sail  among  floating 
ice,  and  on  a  sea  ctintinually  stormy  and  agitated.  The  fishing  is  [)rac- 
tiscd  with  hand-lines,  from  a  hundred  to  a.  hundred  and  fifty  fathoms 
in  hingth  ;  the  fish,  instead  of  being  sailed  in  bulk,  is  prepared  and 
salted  in  tuns  brought  from  France;.  Tfie  cod  coming  from  lc(  lajid  are 
not  dried ;  this  fishery  only  furnishes  tlu;  grecMi  cod  consumed  in 
France,  and  thus  it  receives  no  benefit  on  the  bounties  for  exportation. 
The  numlxT  of  vess(>ls  fitted  out  not  having  itiereasetl  of  late  years,  it 
is  reasoiudjle  to  conclude  that  the  profits  of  this  fishery  are  not  consid- 
erable. 

Six  vess(ds  only  have  been  sent  to  the  DoggcT  Bank  since  1841.  We 
retain  the  bounty  of  15  francs  p*'r  man  fJ)r  each  of"  the  crew,  which  is 
given  to  this  fishery,  carried  on  in  the  North  sea. 

Bounfij  mi  the  produce  af  ihv  fuhvncs. — According  to  the  law  of  1841, 
the  bounty  on  dry  codfish  sent  to  the;  French  colonies,  whether  from  the 
plae(!  when;  the  fish  is  caught  or  from  the  warehouse  in  FraiKU',  i>  fixed 
at  22  fiancs  per  (piintal.  The  law  proposes  to  reduce  this  auiouni  t  >  20 
francs  per  cjuintal;  and  we  approve  the  redu'  lion.  The  same  law  of 
1841  assigns  abounty  of  14  francs  the (juinlal  toallc«idfish  sent  into  trans- 
atlantic countries.  A  decree  of  August  24, 1848,  raised  this  bounty  to  18 
francs.  The  present  project  pro[)oses  to  rendrr  it  e(|ual  to  that  accorded 
to  fish  sent  to  tlu;  French  colonies.  W(!  believe  fins  new  proposal  to 
be  wisely  conceived,  and  likely  to  pioduce  very  ben<  ficial  efliets  on 
our  fisheries.  In  fiict,  the  diminution  of"  two  francs  per  (jiiinlal  in  the 
bounty  on  exportations  to  our  colonial  possessions,  together  with  an 
augUKUitation  of"  two  fr.mes  in  fiivor  of  exportation  t(»  liirrign  transat- 
lantic countries,  will  tend  to  open  new  lixcign  maikcis  to  us,  at  tht; 
very  moment  when  the  jxilitical  and  commeicial  situation  of  our  colo- 
nies leads  us  to  apprehend  a  decrease  of  their  ordinary  cofisuinpiion. 


'-•:V 


i  J 


I::  I 


:\  \ 


■■■• 


•ft  u\ 


II 


m 


rl: 


IT;      '^ 


I  i 


I' 


iJ  ;'r 


il 


M 


596 


ANDREWS     REPORT   ON 


The  sacrifices  on  the  pait  of  the  treasury  will  not  be  augmented  ;  (or  a 
considerable  (juantity  of  codfish  was  re-exported  from  our  colonies, 
after  having  enjoyed  the  bounty  of  22  francs.  The  sliippers  would  no 
longer  have  an  interest  in  overstocking  our  colonial  markets  with  their 
produce,  since  tiie  bounty  will  be  no  higher  when  sent  there  than  when 
sent  to  Cuba  or  Brazil;  and,  at  the  same  lime,  the  exemption  from  all 
duties  in  our  colonies  guaranties  that  they  will  always  be  sufficiently 
supplied. 

The  prohibition  to  send  codfish  to  ports  at  which  there  is  no  French 
consul  forms  part  of  the  law  of  1841.  In  order  to  prevent  abuses,  the 
shippers  are  obligeil  to  flirnish  a  certificate  proving  the  good  quality  of 
their  fish,  and  its  exact  weight.  It  is  important  to  the  interest  of  the 
treasury  that  these  certificates  should  be  made  by  a  government  officer, 
who  would  be  under  the  influence  of  responsibility  not  felt  by  men 
completely  unconnected  with  the  administration.  Tliere  is,  moreover, 
no  port  of  any  consideration  at  which  there  is  not  a  French  consular 
agent. 

This  commission  has  considered  it  its  dut}'  to  admit  our  colonics  on 
the  western  coast  of  Africa  to  the  benefit  of  tlie  same  bounties  accorded 
to  the  West  India  colonies,  and  has  especially  had  Senegal  in  view — a 
colony  loo  often  overlooked  and  ilirgoilen.  The  government  has  accept- 
ed this  addition  to  the  proposed  law. 

The  present  project  establishes  the  bounty  of  IG  francs  on  exporla- 
tions  to  European  countries  and  to  foreign  States  on  the  Mediterranean, 
which  the  law  of  1841  had  established  at  14  francs,  and  a  decree  of 
1848  had  raised  to  18  fiancs.  This  reduction  in  fiivor  of  the  treasury 
we  do  not  consider  likely  to  militate  against  our  exportation  to  those 
countries.  In  concurrence  with  the  govtMnment,  we  include  Tuscany 
in  tliis  category  ;  but  we  except  from  it  Sardinia,  where  ancient  and 
well-assured  relations  permit  us  to  reduce  the  protection  to  12  fiatics. 

Upon  the  whole,  messieurs,  the  scale  of  bounties  winch  we  above 
prf)pose'  to  you  promises  the  treasury  a  saving  of  300,000  francs,  })ro- 
vided  that,  in  spite  of  our  fears  of  its  decrease,  our  exportations  of  cod- 
fish remain  eijual  to  what  they  have  been  during  the  last  ten  years. 

The  second  article  of  tiie  pro[)ose{l  law  retains  the  obligation  that 
each  vessel  shall  have;  a  minimum  of  crew  prof)ortioned  to  the  size  of 
the  ship.  This  measure,  which  was  eslablisiied  in  1832,  on  the  request 
of  the  sliipmasters  themselves,  is  at  once  jireservaave  of  their  interests 
and  those  of  maritime  enlistment,  the  essential  object  of  all  the  protec- 
tion to  the  fisheries. 

The  Minister  of  Marine  has  declared  to  us  that  the  minimums  ap- 
peared to  iiim  to  be  judiciously  regulated,  and  that  there  was  no  neces- 
sity l()r  modifying  them,  liie  administration  having  had,  thus  far,  no 
reason  to  complain  of  any  abuses.  Tiic  commission  has  theref()re  ap- 
proved the  inmimums  as  they  are  now  establislied,  adding,  that  if,  in 
the  course  of  the  term  which  you  proj)ose  to  fix  fitr  iIk;  duration  of  tiie 
law,  the  nec(!ssiiy  of  augmenting  tliem  shall  become  evident,  the  gov- 
ernment shall  iiave  the  power  to  provide  f()r  their  incre.'ise. 

The  vessels  sent  to  the  fisheries  witiiout  drying,  having  salt  on  board — 
that  is  to  say,  iii  Iceland  and  on  the  Grand  Bank — arc  never  subjecteil  to 
the  ordiuimce  respecting  minimums;  they  embark  at  llieir  own  pleasure 


.^    !■! 


uented ;  (or  a 
our  colf)nies> 
lers  would  no 
ets  with  tlieir 
're  tlinn  when 
Dlion  trom  all 
)e  sufficiently 

is  no  French 
It  abuses,  the 
lod  quality  of 
itercst  of  the 
inient  officer, 
felt  by  men 
is,  moreover, 
'uch  consular 

ir  colonics  on 
ties  accorded 
d  in  view — a 
It  has  accept- 

s  on  exporta- 
L'diterranean, 
J  a  decree  of 
the  treasury 
ition  to  those 
ide  Tuscany 

ancient  and 

12  francs. 

h  we  above 

francs,  })ro- 
itions  of  cod- 

n  years. 

igation  tiiat 
o  the  size  of 

tlie  request 
K'ir  interests 

the  protcc- 

nimums  ap- 
!is  no  neces- 
ihus  lar,  no 
Kictiire  ap- 
;,  that  if,  in 
aiion  of  the 
nt,  the  gov- 

on  board — 
subjected  to 
vn  pleasure 


COLONIAL   AND    LAKE    TRADE. 


597 


such  number  of  men  as  their  crew  as  they  deem  advisable  for  navi- 
gating and  fishing.  Their  crews  are  less  numerous,  because  they  have 
no  need,  like  the  vessels  fishing  on  the  coast,  to  employ  hands  in  the 
operation  of  drying  fish  ashore  ;  but  all  the  men  being  mariners,  all 
contribute  alike  to  the  naval  enrolment.  These  vessels  are  compelled 
to  bring  back  to  France  the  entire  produce  of  their  fisheries.  Several 
ports  on  the  channel,  which  fit  out  especially  for  the  fisheries  without 
drying,  have  many  times  complained  of  the  absolute  prohibition  to  sell 
any  part  of  their  cargoes  at  the  seat  of  the  fisheries,  or  to  store  them  at 
St.  Pierre,  inorderto  be  forwarded  thence  to  colonial  or  foreign  markets. 
It  is  understood  that  the  object  of  this  prohibition  is  to  disallow  the 
great  bounty  (formerly  22  francs,  hencetbrth  20  francs)  to  vessels,  which, 
not  being  subject  to  the  regulations  respecting  a  minimum  number  of 
crew,  do  not  contribute  so  largely  to  the  naval  enrolment.  It  inay  be 
observed,  on  th(!  other  hand,  that  these  vessels  form  the  best  sailors; 
and  there  are  circumstanc(\s  unihn'  which  ihe  absfjlute  compulsion  to 
bring  back  the  produce  of  their  fishery  to  France  may  prove  ruinous  to 
their  operaticjiis. 

Messieurs  the  Ministers  of  Commerce  and  the  Marine  have  enter- 
tained this  view  of  th(^  case,  and  have  staled  that  it  is  the  int(^ntion  of 
the  government  to  grant  the  liberty  desired,  under  certain  conditions, 
which  will  ])revent  the  abuses  that  might  otherwise  creep  in.  Your 
commission  |)roposes  to  you  to  jirovide  by  law  that  a  regulation,  made 
and  jiublisluMl  by  the  gr)veriinienl,  shall  declare  under  what  circum- 
stances th(j  warehousing  of  fish  at  St.  Pierre  shall  be  permitted,  and 
the  conditions  which  shall  regulate  warehousing.  The  fishery  at  the 
Grand  Hank,  without  drying,  decreases  under  the  bounty  of  30  francs. 
Not  being  al)le,  however,  to  ask  further  sacrifices  of  the  treasury,  we 
wish  to  reanimate  the  outfit  of  these  vessels,  which  it  is  so  important 
to  preserve,  by  other  means.  The  third  article  stipulates  that  the 
bounty  on  the  crew  shall  b(>  j)ai<l  but  onc(>  during  the  season,  even  if 
the  vessel  should  make  several  vt)yages.  This  M'ise  disposition  pre- 
vents the  possibility  of  having  thi^  same  men  counted  twice  in  the  same 
year.  This  same'  article  prohibits  l\\v  payment  of  the  bounty  to  any 
men  but  those  who  liavt>  arrived  at  the  maritime  (>nrolnient  through  the 
gradations  recniired  by  law,  or  to  those  who,  having  been  inscribed 
therein,  c'onditionally,  sliall  ncjt  have  attained  the  age  of  twenty-five 
previously  to  the  date  of  sailing. 

The  men  who  have  passed  the  age  of  twcuity-live  without  being 
classed — that  is  to  say,  without  having  made  three  xoyages — are  less 
easily  trained  to  the  habits  of  the  sea.  Th(>  pnifl'ssion  of  a  mariner  is 
one  which  nuist  be  adopted  while  young;  and  if  the  bounties  were  ac- 
corded to  men  of  above  twentv-live  j'ears,  and  not  classed,  the  law 
would  tail  in  one  of  its  most  important  ends — that,nam(dy,  of  cr(>ating 
a  class  of  men  especially  suitable  for  enrolment  in  the  navy.  It  is 
right  and  fit,  th(>ref()r(  ,  that  the  projected  law  should  exclude  such  men 
from  the  recei[)tof  the  bounty. 

The  fourth  article  requires  that,  in  order  to  obtain  the  bouniy,  the 
cod  sliall  be  in  fit  condition  f()r  consumption  as  fixxl.  This  jirovision  of 
the  law  cannot  but  ol)tain  general  approbation.  The  fifth  article  admits 
simple  coasters  to  the  right  of  carrying  codfish,  and  receiving  the  boun- 


■H 


I         1 


II 


1'^ 


4  il 


598 


ANDREWS     REPORT    ON 


1i 


tics  allowed  on  tlip  exportation  of  the  same  to  ports  and  markets.  This 
fight  is  accorded  by  the  laws  now  exisling.  At  present  the  law  permits 
every  mariner  who  shall  have  made  five  fishing  voyages  on  tlio  coasts 
of  Iceland,  the  two  last  as  an  officer,  to  be  deemed  capable  of  com- 
manding a  fishing  vessel  in  the  same  seas. 

The  sixth  article  of  the  government  project  abrogates  this  privilege, 
and  reserves  the  cfniimand  of  such   vessels  exclusively  to  captains  in 
foreign  voyages,   and  ttie  masters  of  coasters  ;  this  provision  to  date 
from  January  1,  1852.     The  chamber  of  commerce  at  the  port  of  Dun- 
kirk, where  vessels  are  specially  fitted  out  for  the  Iceland  fishery,  has 
protested  strongly  against  tiiis  provision.     Its  adoption — so  they  say — 
would  act  runinously  on  the   Iceland  fishery.     Of  one  hundred  and 
twenty  vessels  annually  sent  to  sea,  fifteen,  at  most,  are  commanded  by 
the   masters  of  coasters,  who  quit  that  hard  and  laborious  navigation 
when  they  find  an  occasion  to  take  command  of  merchant  vessels.     In 
truth,  it  is  our  opinion  messieurs,  that  the  difficulties  of  tiie  Icelandic 
fisheries  require  practical  experience,  and  the  endurance  of  privations 
of  all  kinds  to  which   mariners,  who  have  becomt;  masters  of  fishing 
craft,  are  accustomed  from  their  childhood,  and  we  are  of  opinion  that 
it  is  not  advisabl(>  to  deprive  these  devoted  and  gallant  men  of  the  hope 
of  reaching  a  station  which  more  <>xperienced  mariners  are  f()r  the  most 
part  indifferent  to  ac(|uire  ;  and  in  order  to  reconcile  the  security  of 
navigation  with   the  facilities   required  b}'  connnercial  interests,  and 
ask»»d  fi)r  by  a  whole  class  of  sailors,  we  propose^  to  you  to  suppress  all 
conditions  with   refl-retice  to  date,  and  to  add   to  the  first  article  these 
words:  "if  he  shall  prove  himself  to  have  such  knowledge  of  his  pro- 
fession as  will  be  sufficient  f()r  the  security  of  navigation.''     A  ministe- 
rial (lecre(>  of  1840  has  already  made   an   examination  of  masters  of 
fishing  vessels  obligatory  ;  the  new  law  will  only  confirm,  by  renderiiig 
legal,  a  usag(!  .already  (established.     'J'h<*  f()urth  article  rej)roduces  the 
provisions  of  tli(!  twellih  article  of  tlu'  law  of  April  22,  1832,  adding 
to  it  a  provision  by  which  the  government  will  have  the  power  of"  fixing 
the  period  during  which  each  vessel  shall  remain  on  the  fishing  grounds. 

Your  connnission  is  of  opinion  that  it  is  advisable  such  periods  sliould 
be  lawfully  deU'rmined  ;  but  while  admitting  the  article,  it  desires  that 
such  period  should  be  so  limited  as  to  throw  no  obstacle  in  the  way  of 
the  fisherman's  operations,  in  regard  to  the  bounties. 


if 

;   : 

■■  1 

:: 


SECOND    HEAD. 


ii:' 


1  ^.' 


The  second  head  of  the  project  presented  by  the  government  lelates 
to  the  salt  to  he  used  in  tlu;  fisheries. 

Your  conmiission,  messieurs,  has  carefully  examined  the  provisions 
under  this  head.  It  has  examined  many  individuals  representing  tlic 
manufactures  of  the;  different  kinds  of  salt,  and  several  delegates  from 
the  oulfitt(!rs  of  vessels  interested  in  the;  matter  ;  and,  after  mature  de- 
liberati;>n,  I  Ik;  commission  has  come  to  the  opinion  that,  pending  the 
existence  of  a  special  inijuiry  into  the  manuliicture  of  salt,  with  which 
a  committee  by  you  appointed  is  at  this  mom<^nt  engaged,  it  is  our 
duty  to  strike  out  of  a  special  law  on  fisheries,  any  propositions  which 
might  thereufier  be  modified   by  general  legislation.     We  limit  our- 


COLONIAL   AND    LAKE    TRADE. 


599 


[inrkets.  This 
le  law  permits 
>  on  llio  cMjasts 
pablc!  of  com- 

this  privilege, 
to  captains  in 
Dvision  to  date 
e  port  ofDun- 
k1  fishery,  has 
-so  they  say — 
:  hundred  and 
;oniinanded  by 
)us  navigation 
at  vessels.     In 
■  the  Icelandic 
c  of  privations 
stcrs  of  fishing 
of  opinion  that 
icn  of  the  hope 
ire  for  the  most 
the  security  of 

interests,  and 
to  suppress  all 
St  article  these 
dgo  of  liis  pro- 
A  ministe- 
1  of  masters  of 
1,  by  rendering 
reproduces  the 
1832,  adding 
power  of  lixing 
ishing  grounds. 

periods  should 
,  it  desires  that 
^  in  the  way  of 


^rnmcnt  lelates 

the  provisions 
['presenting  the 
delegates  from 
ier  mature  cle- 
at, pending  the 
dt,  with  which 
gaged,  it  is  our 
positions  which 

We  limit  our- 


selves, therefore,  to  affirming  the  legislation  which  actually  directs  the 
use  of  the  various  kinds  of  salt  to  be  employed  in  the  curing  of  codfish, 
without  anticipating,  by  any  particular  delinition,  the  final  conclusion 
at  which  the  Assembly  may  arrive  in  regard  to  salt. 

We  are  the  more  convinced  of  the  propriety  of  holding  ourselves  to 
this  reservation,  since  the  government  has  declared  to  us,  sincc^  the 
presentation  of  the  prefect,  that  it  was  its  intention  to  strike  out  the 
exemption  which  the article  seemed  to  insure  to  the  codfish  im- 
ported into  France  from  the  fishing  places,  and  that  it  shall  be  neces- 
sary to  prove,  as  well  f()r  such  fish  as  f()r  that  ex[)orted  to  the  colonies 
or  f()reign  markets,  that  it  was  cured  with  salt  of  French  manufacture, 
or  with  salt  which  had  paid  duty  as  at  present. 

The  second  head  is,  theref()re,  merely  a  re-enactment  of  the  law  of 
1848,  which  is  useless.  But  you  will  agree  with  us,  messieurs,  that  if 
the  existing  h'gislation  on  the  character  of  the  salt  should  be  modified 
unfavorably  to  the  cod-fishing  interests,  th(>  scale  of  bounties  which  we 
have  calculated  on  cleductions  liom  facts  now  existing,  must  be  estab- 
lished j)roportionably  to  th<>  redaction  which  the  augmentation  of  the 
duties  of  salt  maj'  occasion. 

Upon  the  f()regoing  report  the  National  Assembly  of  France  passed 
the  law  therein  mentioned  on  the  22(1  July,  1851,  which  was  oflricially 
published  on  the  22d  August  last. 

This  law  provides  that  tiom  the  first  day  of  January,  1852,  until  the 
30th  June,  J8G1,  the  bounties  for  the  encouragement  of  the  cod-fishery 
shall  be  as  follows  : 

BOUNTIES    TO    THE    CREW. 

1.  For  each  man  employed  in  the  cod-fishery,  (with  drying,)  whether 
on  the  coast  of  Newt()iiiidland,  at  St.  Pierre  and  Miciuelon,  or  on  the 
Grand  Bank,  50  francs. 

2.  For  each  man  employed  in  the  fisheries  in  the  seas  surrounding 
Iceland,  without  tlrying,  50  francs. 

3.  For  each  man  employed  in  the  cod-fishery  on  the  Grand  Bank, 
without  diving,  30  francs. 

4.  F(jr  each  man  employed  in  the  fishery  on  the  Dogger  Bank,  15 
francs. 

BOUNTIES    ON    THE    PRODUCTS   OF    THE    FISHERIES. 

1.  Dried  cod,  of  French  catch,  exported  directly  from  the  place 
where  the  same  is  caught,  or  from  the  warehouse  in  Frai.ce  to  French 
colonies  in  Ameri(;a  or  India,  or  to  the  French  establisl.ments  on  the 
west  coast  of  Africa,  or  to  trans-atlantic  countries;  provided  the  same 
are  landed  at  a  port  where  there  is  a  French  consul,  per  quintal  met- 
rique,  c(/iial  to  two  hundred  and  twenty  and  a  half  iwunds  uroh'dupois, 
twenty  francs. 

2.  Dried  cod,  of  Frenoh  catch,  exported  either  direct  from  the  place 
vvh(!re  caught,  or  from  ports  in  France,  to  European  countries  or  for- 
eign States  within  the  Mediterranean,  except  Sardinia  and  Algeria,  per 
(juintal  metrique,  sixteen  francs. 


I^''' 


600 


ANDREWS      REPORT    ON 


3.  Dried  cod,  of  French  catch,  exported  eitlier  to  French  colonies  in 
Amcricfi  or  India,  or  to  trans-sitlantic  countries,  Ironi  ports  in  France, 
without  being  warehoused,  per  <iuintal  nictrif|ue,  sixteen  li-ancs. 

4.  Dried  cod,  of  French  catch,  exported  direct  from  the  place  where 
caught,  or  from  the  porls  of  France,  to  Sardinia  or  Algeria,  per  (juintal 
metri(]ue,  twelve  liancs. 

BOUNTY  ON  COD  LIVERS. 


!■      ,' 


5.  Cod  livers  which  French  fisliing  vessels  may  bring  Into  Franco  as 
the  product  of  their  fishery,  per  quint;d  uietrique,  (twenty  francs.) 

From  the  f()regoing  state  ol'  bounties,  it  will  be  seen  that  there  are 
some  grounds  (or  the  tears  entertained  by  the  lishermen  oi'  New  Eng- 
land, that  the  cod  caught  by  tiie  Freueh  at  Newt()undl!Uid  will  be  in- 
troduced into  the  principal  markets  of  tlie  United  States,  witii  the  ad- 
vantage of  a  bounty  of  twenty  iiancs  on  the  Fretich  tjuintal  metrique, 
which  is  two  hundred  and  twenty  aiul  a  half  [xjunds  avoir(liip<>is,  very 
nearly  ('(pial  to  two  dollnrs  per  American  (juinial  of  one  hunch'ed  and 
twelve  pounds — a  sum  almf)st  ccjual  to  what  our  fishermen  obtain  lijr 
their  dried  fisii  when  brought  lo  market. 

In  order  lo  show  the  extent  to  which  the  French  pros(.cute  their  deep- 
sea  fisheries,  the  iiillowing  returns  are  presented.  'I'hey  ;ire  iriinsliitions 
from  tiic  olHei;il  returns  annexed  to  the  rt>port  of  the  comniLssion  of  the 
National  Assembly,  and  have,  then  'ore,  the  highest  ofKcinl  authority. 


I'  1     '^i 


o 

;2i 


o 


e 


o 


u 

-« 


^ 


1 


•^ 


COLONIAL    AND    LAKE    TRADE. 


GOl 


|!i^. 


m 


;  r 

I"  ■  .1  ■ 
'*■  '  < 


Hi! 


'Ml 


m 


hi .  * 


I"  1 


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2li 

m 

• 

1 

1 

1 

t   ' 

1 

M 

H' 

11 

,        1: 

V 

1 

r 
; 

602 


ANDUEWS     REPORT    ON 


No.  2. 


The  account,  of  the  svms  paid  as  bounties  to  the  crews  of  tmscls  employed  in 
the  cod  fishcru  of  France  in  the  years  J842,  1843,  1844,  1845,  1846, 
and  1847. 


Plane  of  fwliory. 

1843. 

1843. 

1844. 

1845. 

184G. 

1847. 

Const  of  NuwrouiKlliiiul, . 
St.  Putor's  iind  Micjuclon 
Griind  Hunk,  (tiriod  fwli) 
Grand  Hunk,  (ffroonfinli) 
Icoland • 

Francs. 

323,650 
10,4.50 
89,250 
51,780 
51,200 

Francs. 

307,8.50 

!),GOI) 

66,250 

58,410 

62,950 

360 

Francs. 

3 11,. 500 
17,500 
63,4.50 
40,320 
75,600 

Francs. 

.333,-500 

3,0.50 

82,400 

43,410 

66,150 

Francs. 

3.33,. 300 
2,5.50 

107,000 
42,360 
72,1)00 

Francs. 

369,900 
3,. 300 

I0i;,600 
.35,520 
72,700 

135 

1 

Totttl 

526,330 

.505,420 

517,370 

528,510 

.538,110 

584,155 

Annual  moan  of  above  fiix  yearn  . . 
Do preceding  period. 


Francs. 
5.36,649 
485,190 


Total  paid  in  the  year  1848 .531 , 1 10 

Do do 1849 505,275 

Do do 1850 554 ,730 


Annual  mean  of  eight  year? — 1842  to  1849. 


532,035 


,1 


ich  rmp/oifcd  in 
h  1845,  1846, 


184C. 

1847. 

Franca. 

333,300 
2,550 

107,000 
42,3«0 
72,900 

Frnncii. 

3(i!>,!)00 

3,300 

I()i;,fiOO 

35,520 

72,700 

135 

558,110 

584,155 

CO 

6 


COLONIAL    AND    LAKE    TRADE. 


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ANDREWS     REPORT   ON- 


No.  4. — Return  of  the  quantity  of  dried  cod  exported  direct  from  the  i)lace 
where  caught  to  the  colonies  of  France,  with  the  rate  and  amount  of  bounty 
jjaid  thereon,  in  the  years  1842  to  1850,  inclusive. 


Years. 


1842 

1843 

1844 

1845 

1846 

1847 

Total 

Annual  average 

Average  of  preceding  period. . 

1848 

1849 

1850 

Average  of  8  years— 1843  to  1849 


c 
IS    . 


83 
110 

88 
120 
115 
126 


642 


107 
68 

84 

91 

107 

102 


o 

Pi 


Franes 
22 
22 
22 
22 
22 
22 


22 

22 
22 


8 


s 


Kilogrammes. 
6,366,042 
7,943,377 
7,591,477 
9,538,033 
9,869,153 
9,366,996 


50,675,078 


8,445,846 
6,466,024 

5,838,692 
5,275,637 
5,544,399 

7,723,550 


a 

3 

"SI 


Francs. 
1,400,529.30 
1,747,542.94 
1,669,684.94 
2,098,367.26 
2,171,313.61 
2,051,760.72 


11,139,098.82 


1,856,516.33 
1,808,099.94 

1,284,512.35 
1,160,640.14 
1,219,767.86 

1,698,030.35 


1^ 

< 


Kilogrammes. 
76,669 
72,213 
86,380 
79,483 
92,443 
74,150 


4S1,368 


80,228 
104,234 

69,508 
57,974 
51,816 

76,100 


No.  5. — Return  of  the  quantity  of  dried  cod  of  French  catch  exported  from 
the  warehouse  in  France  to  French  colonies,  in  the  year^  1842  to  1850, 
inclusive,  and  the  amount  of  bounty  paid  thereon. 


H 


Years. 


1842. 
1843. 
1844. 
1845. 
1846. 
1847. 


Total 


Cm    © 

9  e 


o 


121 

146 
173 
202 
109 

H2 


Frarus 
22 
22 
22 
22 
22 
22 


833 


Average  of  preceding  period. , 


Annual  average :     139 

68 

87 

119 

94 

129 


1848. 
1849. 
1850. 


Mean  of  8  years— 1842  to  1849. 


22 
22 
22 


1 


u 

a  H 
«  o 

s 

& 


Kilogrammes. 
3,7.59,988 
4,380,036 
4,382,355 
5,372,286 
3,696,354 
2,977,965 


24,568,804 


4,094,800 
3,580,050 

2,4:.6,812 
3,162,766 
1,936,387 

3,773,547 


*^ 
e 
a 

i    . 
S 


Francs. 
827,156.76 
963,607.92 
964,118.10 
1,181,902.92 
813,197.88 
655,152.30 


5,405,135.88 


900,855.98 
914,434.00 

536,09H.53 
695,808.52 
426,005.14 

829,630.00 


"3  A 


< 


Kilogrammes. 
31,072 
30,000 
25,331 
26,590 
33,911 
36,616 


183,220 


30,:)33 
52,646 

28,239 
26,611 


29,758 


COLONIAL    AND    LAKE    TRADE. 


609 


from  the  iilace 
mint  of  bounty 


1 

•^ 

1^ 

criS 

«  ^ 

tti'*: 

fi? 

u   >, 

>  *' 

< 

Kilogrammes. 

30 

76,669 

94 

72,213 

94 

86,380 

26 

79,483 

61 

92,443 

72 

74,150 

82 

4S1,368 

33 

80,228 

.94 

104,234 

.35 

69,. 508 

.14 

57,974 

.86 

51,8ir> 

.35 

76,100 

i  exported  from 
1842  to  1850, 


, 

•-. 

H 

1^ 

!S(^ 

>  ^ 

< 

Kilogrammes. 

.76 

31,072 

.92 

30.000 

.10 

25,331 

.92 

26,. TOO 

.HH 

33,911 

.30 

36,616 

.88 

183,220 

.98 
.00 

.53 
.52 
.14 

.00 

30,533 
52,646 

28,239 
26,611 

29,758 

No.  6. — Return  of'  the  (pianlily  of  dried  cod  of  French  catch  exported  from 
/he  ports  and  curing  places  of  France  to  French  colonics,  in  the  years 
1842  to  IS'OO,  inclusive,  and  amount  of  bounty  thereon. 


Years. 


39 


7) 

a. 


Cm    gi 

g'a. 
S  w 

3 
125 


1812 

1H43 

1844 

1845 

1846 

1H4'' 

Total 

Annual  average 

Avoratfo   of   prercdinff   period, 
18.'n,  1838,  1839 

1848 

1849 

1850 

Average  of  eiglit  years — 1842  to 
1849 


44 
31 
47 
19 

23 
o 


166 


a. 

3 

o 


Francs 
16 
16 
16 
16 
16 
16 


17 

31 
41 
27 


29 


o 
u 

O    (U 


Cf 


o 

o 
a 


Kilogrammes. 
766,913 
385,027 
634,872 
231,287 
761,863 
47,909 


Francs. 
122,240.96 

61, 604. .32 
101,579.52 

37,005.92 

121,898.08 

7,6.55.44 


2   O 

> 


Kilogrammes, 
17,429 
12,420 
13,507 
12,173 
■33,124 
23,954 


2,827,871 


10 
16 
16 


471,312 

276,423 

556,.504 
863,679 
661,838 

531,007 


451,984.24 


75,330.70 

50,688.00 

69,040.72 
138,188.72 
105,894.18 

84,902.96 


112,607 


18,768 

14,515 

17,951 
21,065 


18,953 


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612 


ANDREWS     REPORT    ON 


No.  9. 


An  account  of  the  amount  of  bounties  yaid  out  of  the  treasury  of  France 
for  the  encouragement  of  the  cod  ajid  ivhale  fisheries,  from  1842  to  1849, 
incluMve. 


Years. 


1842 

1843 

1844 

1845 

1846 

1847 

1848 

1849 

Total. 


Cod  fishery. 


Francs. 
3,295.285.18 
3,922,518.10 
4,019,260.84 
4,765,640.96 
4, 481,. "iS  1.30 
3,760,668.58 
3,433,446.01 
3,644,957.33 


31,381,314.42 


Whale  fishery. 


Fruncs. 
356,845.54 
461,455.25 
527,938.69 
224,602.70 
290,611.06 
277,845.40 

89,948.40 
190, 821. .^)2 


2,426,068.62 


Total. 


Francs. 
3,652,130.72 
4,383,973.41 
4,607,199.53 
4,990,249.72 
4,778,142.42 
4,038,513.98 
•},523,.394.41 
3,835,778.85 


33,809,383.04 


Annual  average  during  the  above  eight  years,  4,226,172.88  francs. 

Note. — The  amount  of  bounties  paid  in  France  up  to  the  Ist  day  of  December,  1851,  was 
as  follows  : 

Francs, 

Cod 2,631 ,643.90 

Whale 178,010.63 

Total 2.809.054 .52 


of  France 
2  to  1849, 


Total. 


Francs. 
3, (i52, 130.72 
4,.3t<3,973.41 
4,607,1!)!). 53 
4,990,249.72 
4,778,142.42 
4,038,513.98 
•5,523, .394. 41 
3,835,778.85 

)3,bi09,383.04 


ber,  1851,  was 

«r». 

,643.90 

,010.62 


.054.52 


COLONIAL   AND   LAKE    TRADE. 


613 


APPEIS^DIX. 


Having  described  in  previous  portions  of  this  report  the  various  works 
which  compose  our  system  of  artificial  improvements,  a  brief"  notice  of 
the  internal  and  domestic  commerce  of  the  country,  which  may  be  said 
to  be  the  result  of  these  works  in  connexion  with  our  unrivalled  natural 
channels  of  trade — our  navigable  lakes  and  rivers;  the  general  charac- 
ter and  direction  of  this  commerce;  its  progressive  development,  and 
present  and  prospective  magnitude ;  .he  influence  it  has  exerted  in  the 
advancement  of  the  wealth  and  prosperity  of  the  country ;  and  the  re- 
lation that  some  of  our  leading  staples  bear  to  our  foreign  and  domestic 
trade — forms  an  appropriate  sequel  to  bo  considered  in  this  appendix. 

The  great  facilities  whicli  are  offered  by  the  topographical  features 
of  the  country  for  a  vfist  and  extended  domestic  commerce  were  fore- 
seen at  an  early  period  of"  its  history.  The  wonderful  sagacity  of 
Washington  discovered  and  predicted  the  result  which  the  people 
have  within  a  comparatively  few  j'ears  achieved.     When,  in  1783,  he 

1  proceeded  up  the  Mohawk  valley  to  Fort  Stanwix,  the;  present  site  of 
:lomc,  N.  Y.,  and  from  thence  over  the  route  now  occupied  by  the 
Eric  canal  to  the  waters  of  Wood  creek,  which  How  into  Lake  Onta- 
rio, and  from  thence  to  the  sources  of  the  Susquehanna,  he  gave  the 
following  expression  to  tiiis  glowing  thought:  "Taking  a  contempla- 
tive and  extensive  view  of  the  vast  inland  navigation  of  the  United 
States,  1  could  not  but  be  struck  with  the  immense  diffusion  and  im- 
portance of  it,  and  with  the  power  of  that  Providence  wiio  had  dealt 
his  favor  to  us  with  so  prol'usc  a  hand.  Would  to  God  we  may  have 
wisdom  to  improve  them." 

Our  national  progress  has  undoubtedly  far  transcended  all  that  the 
"Fatlier  of  his  Country"  dared  ever  to  hope  or  desire.  Our  natural 
avenues  iiave  been  improved,  and  artificial  ones  have  been  constructed, 
allowing  the  fiee,  rapid,  and  cheap  movement  of  the  products  of  na- 
tional industry  in  every  direction,  and  the  producer  and  consumer  in 
every  portion  of"  the  country  are  brought  into  convenient  connexion 
with  each  other,  liy  opening  easy  access  to  markets,  the  development 
of  our  resources  has  been  stimulated  to  an  extraordinary  degree.  The 
results  obtained  can  hardly  be  better  expressed  than  by  copying  the 
following  paragraph  from  the  celebrated  treasurj"^  report  of  the  Hon. 
Robert  J.  Walker,  of  1847-'48,  in  which  he  says: 

"  The  value  of  our  products  exceeds  three  tiious;uid  millions  of  dol- 
lars. Our  population  doubles  once  in  every  twenty-lnree  years,  and 
our  products  quadruph;  in  the  same  period.  Of  this  three  thousand 
millions  of  dollars,  only  about  S150,000,OU()  ar(>  exjiorted  abroad,  leav- 
ing $2,850,000  at  home,  of  which  at  least  S-'">00,()00,000  are  annually 
interchanged  between  the  several  Stntes  of  the  Union.  Under  this  sys- 
tem, the  larger  the  area  and  the  greater  the  variety  of  climate,  .soil,  and 


.•'I , 


:■   I 


ri 


614 


ANDREWS     REPORT   ON 


products,  the  more  extensive  is  the  commerce  which  must  exist  be- 
tween the  Stntes,  and  the  greater  the  value  of  the  Union.  We  see, 
then,  here,  under  the  system  of  free  trade  among  tht;  States  of  the 
Union,  an  interchange  of  products  of  the  annual  value  of  at  least 
$500,000,000  among  our  twenty-one  millions  of  people,  whilst  our 
total  exchanges,  including  imports  and  exports,  with  all  the  world  be- 
side, containing  a  population  of  a  thousand  millions,  were  last  year 
$305,194,260." 

The  loUowing  tables  will  exhibit  something  of  the  productions  and 
value  of  the  country  in  1850,  and  of  its  commerce  with  foreign  nations 
in  1851.  These  tables  have  been  compiled  from  various  authentic  and 
official  sources,  and  may  be  relied  upon  as  the  nearest  approximation 
to  correctness  that  can  be  had  under  the  present  system  of  procuring 
statistics. 

The  following  statements  show  the  trade  and  commerce,  population, 
treasury  receipts,  &c.,  of  the  countr}'  for  several  years : 

Average  yearly  imports,  1821  to  1826,  inclusive,  specie 

omitted  ._--._-- 

Average  yearly  imports,  1821  to  1826,  inclusive,  specie 

included  -------- 

Average  j'carly  imports,  1848  to  1852,  inclusive,  specie 

omitted  -------- 

Average  yearly  imports,  1848  to  3852,  inclusive,  specie 

included  -------- 

Average  yearly  exports,  1821  to  1826,  inclusive,  specie 

omitted  -------- 

Average  yearly  ex])orls,  1821  to  1826,  inclusive,  specie 

included  -------- 

Average  yearly  exports,  1848  to  1852,  inclusive,  sp(;cie 

omitted  -------- 

Average  yearly  exports,  1848  to  1852,  inclusive,  specie 

included 175,943,360 


$74,554,315 

80,878,348 

176,247,101 

181,966,579 

69,439,785 

77,491,843 

155,760,131 


Tonnagt!  in  1821 
Tonnage  in  1852 


1,298,958  tons. 
4,138,441  tons. 


COLONIAL   AND   LAKE    TRADE.  G15 

RcceijHs  into  the  treasury  from  customs  and  other  sources. 


i 


uctions  and 


198,958  tons. 
38,441  tuns. 


Year. 

CustoniH. 

Total  from  all 
sources. 

1800 

$9,080,932 
8,583,3'''t 
15,005,61 

$12,451,184 
12,144,206 
20,881,493 

1810 

1820 - 

1821. ... 

13,004,447 
17,589,761 
19,088,433 
17,878,325 
20,098,713 

19,573,703 
20,232,427 
20,540,666 
20,381,212 
26,840,858 

1822 

1823 

1824 

1825 

AvoriiffG. . . 

87,659,679 

107,468,86« 

17,531,936 

21,453,773 

1830.... 

21,922,391 
24,224,441 
28,465,237 
29,032,508 
1      16.214,9.57 

24,844,116 

28,526,820 
31,865,.561 
33,948,426 

21,791,935 

1 

1831 

1832 

1833 

1834 

Average . 


119,859,5.34 


25,971,907 


1847 23,747,864 

1848 1  31,757,070 

1849 1  28,346,738 

1850 1  .39,(i68,686 


1851. 
1852. 


49,017,567 
47,339,326 


Per  cent,  increase  in  custom  receipts. 


Year. 


Ciisloius. 


143,976,864 


28,795,373 


52,025,989 
56,693,450 
.59,663,097 
47,421,748 
52,312,979 
49,728,386 


Per  cent,  incrcuso 
for  ten  years. 


'■'a 


I 


it   ! 


I 


to 


1830 :  21,922,931  ) !  ^  * 

to  1  [' 

1840 ;  13,499,502  )  I 

1850 39 .668,686    \ 


1  4 

¥ 

% 

H 

:-yA 

■ 

■  'iii 

I 

H  i 

■ 

i-if.  t 

:  if 


I 


i 


616 


ANDREWS'    REPORT   ON 


Statement,  showing  the  valuation,  area,  and  population  to  the  square  mile  in 
1850,  with  the  indebtedness  of  the  several  Sfaten  in  1851. 


States. 


Valuatiun. 


AlHCH80(l 

value. 


True  or  osti- 
inntod  valtio. 


iA 


g'S      !      2  « 


*5- 


Is 

V  e 

TJ  — 

c 


Alabama 

ArkansuH 

Califuriiia* 

Connecticut 

Delaware 

Florida 

Georf^ia 

Illinoit) 

Indiana 

Iowa 

Kentucky 

Louiaiana 

Maine 

Maryland 

Massacluisctts. . . 

Michigan 

Missisuippi 

Miosuuri  .. .' 

New  Hauipsliire. 
New  .Jersey  [. . . . 

New  York 

Nortli  Carolina. . 

Ohio 

Pennsylvania  .. . 
Rhode  iHJaiul... . 
South  Caroiitia. . 

Tennessee 

Texas 

Vorindiit 

Virijinia 

Wisconsin 


*219,47(),150i 
:}«,428,«75' 
■2'2,l-i'3,lT.i 
lVi,3S8,ru'2 
17,44-J,(i40 
a'>,7H4,837 

114,78'i,G4r) 
1.52,870,3911 

21,(i!)0,(i42i 
Jl>l,:)87,.'i.'J4| 
220,10.'),  172, 

<)(),7fi.'),868, 
208,.')fi3,.'>fifi 
54fi,(M)3,().'i7 

30,877,223: 
208,422,  lti7 

»8,r)!)5,4()3 

92,I77,!).V.I 
190,(M)0,000 
715,3C'.),028 
212,071,413 
433,872,632 
497,0.39,fi49 

77,7.'i8,974 
283,8«7,7(.'9 
189,437,623 

.51,027,456 

71,671,6.il 
379,.56 1,660 

26,71.'),.52.'i 


»228,204,.3;i2 

39,841,62.'') 

22,161,872' 

l.'').'>,707,980, 

18,6.')2,0r)3' 

22,862,270; 

33.-),42.'),714' 

l.'")6,26,'),006 

202,6.'')0,264 

23,714,638 

.301,028,456, 

233,998,704 

122,777,.'i7li 

219,217,304 

573,342,280; 

.V.t,787,2.'')5 

228,951,1.30 

137,247,707 

104,652,8.35 

200,000,1100 

1,080,.309,210 

220,800,472 

.504,720,120' 

722,480,120 

H0,.508,794 

2«8,257,694 

201.240,680 

.52,740,473 

!)2,205,049; 

389,731,4.38! 

42.056,.595 


.50,722 

.52,198 

188,982 

4,674 

2,120 

.59,268 

.58,000 

.55,405 

33,809 

.50,914 

37,680 

40,431 

30.000 

9,350 

7,800 

.50,243 

47,1.50 

67, .380 

9,28(1 

8,320 

4(i,000 

45,000 

.39,964 

40,000 

1  ,.300 

24  ,.500! 

45,000' 

237, .321 

10,212 

61, .3.521 

.53,924 


15.21       $8,539,1 10 
4.01         1„506,.562 
475,400 
91,212 

l'2',8od 

1,828,472 

16,027,.509 

0,775,.522 

79,442 

4,.3'.I7,637 

1 1 ,492,506 

600,600 

15,424  ,.380 

6,2.59,930 

2,.528,M72 

7,271,707 

1122,261 

76,000 

71,810 

23,4»)3,838 

977,OfM) 

18,744,.594 

40,310,362 

'  *2',()6r,2«J2 

3,3.52,S.56 

12,435,982 

"l.5,i9V,8.56 
12,M92 


79.33 
43.17. 
1.47 
15.62 
15.30 
29.23 
3.77 
20.07 
11.15 
19.44 
62.31 

127.49; 
7.07; 
12.86 
10.12 
34.20 
.58.84 
07.33 
19..30; 
49..55 
.50.25 

112.97'. 

27.28; 

21.9K 

.30.76 . 
23.17 

5.65 


5,983,149,407     7,008,1.57,779    1,486,917; 


I 


201,541,624 


Total  debt  in  1851 $201, .54 1,024 

Total  January  1,  18.50 209,.305,.5.52 

Total  .Iruiuary  1,  1849 211,2.52,4.32 

Total  January  I,  I84H 2't5,70K,0.38 

Total  January  1,  1847 216,91 1,. 554 

Total  January  1 ,  1846 224,023,827 


•Only  thirteen  counties — the  other  statistics  destroyed  i)y  fire  in  San  Frani-isco. 

t  This  is  the  Territorial  debt. 

i  In  New  Jersey  only  the  real  estate  was  given,  (partly  estimated.) 

On  llif  Isl  ol'  June,  18.50,  the  populiitioii  of  llic;  T^iitod  Slntfs  \v;i.s 
23,2(>3,()(I0,  I'lnd  the  i<tt(>  of  iiici(';is('  durinfr  the  preceding  ten  years, 
with  an  average  iniinigialioii  ol' 150, 000  per  annum,  wa.s  slu)\vn  to  be 
about  three  and  one  (itili  per  cent,  annually.  At  this  r;t(e  of  progres.s, 
t!ie  inhabitant.s  had  increascul  to  "^5,237, 000  on  the  fir.st  of.Tamiary,  \X53. 
But  (hn"intr  the  intervening  time  there  liad  arrived  tiom  Europe  990,000 
immigrants,  which  wa.s  (JOl.OOO  above  the  av<>rage  f()r  the  same  length 
of  time  during  tjje  previou.s  decennial  term.     This  excess  being  added 


COLONIAL   AND    LAKE    TRADE. 


617 


tare  mile  in 
1. 


1 .3 


>  A8,539,110 

J  1,506,562 

,j  475,401) 

l'  'Jl.iil'i 

r' 

I  1'2,W(1() 

)  1,8:28,47'J 
)  1(;,(;:27,5()!) 
]  (i,775,5-i'J 
7D,442 
4,3'.>7,637 
11,492,5CG 
(;0(),6IK) 
15,424,380 
(;,'J.59,930 
2,52H,H72 
7,271,707 
«l22,2fil 
70,000 
71,H1() 
23,403,838 
977,000 
18,744,594 
40,310,302 

*2,I)0r,292 

3,352,S50 

12,435,982 

*  *15Vl90',H50 
12,892 

201,541,024 


1 1 ,024 
3(l."..:)52 
252,432 
r08,()38 
911,554 
023,827 


>U\{vs  was 
leu  years, 
own  to  he 
1"  pi'oijress, 
larv,  JS53. 
)(•  i)90,()0() 
1 1110  leii<:;tli 
ing  added 


to  the  natural  increase,  and  to  the  number  of  immigrants  who  had 
arrived  upon  the  average  bel()re  mentioned,  the  resuU  shows  that  the 
population  of  the  United  States  on  the  1st  of  January,  1853,  was 
25,841,000,  representing  an  increase  of  2,578,000,  sonievvhat  over 
eleven  per  cent,  during  tiu;  thirty-one  months  preceding.  This  increase 
of  population  is  probably  greater  than  the  ratio  which  ought  to  b(!  as- 
sumed in  estimating  the  advance  of  the  country  in  respect  to  its  prop- 
erty, productions,  and  material  resources  in  general.  Ten  per  cent, 
may  be  adojited  as  a  truer  ratio,  and  upon  this  basis  of  computation 
and  comparison  the  fi)llowing  tables  have  been  prepared. 

Valuation  of  real  and  personal  estate  of  ike  inhabitants  of  the  United  States 
for  the  yiars  aiding  June  1,  1850,  and  December  31,  1852,  together  with 
the  averasrc  amount  to  each  inhabitant. 


States  and  Territories. 


Miiiim 

New  [luinpshire  .. . . 

Vorinoiit 

Mnxsni'liusfUs 

Uliuilo  IkIuiuI 

Connecticut 

New  York 

New  Jersey 

I'eniisylvania 

Deliiwiir;! 

Miirylnnd 

Virginia 

North  Ciiroliuu 

South  ("aroiiiia 

Geori'la 

Florida 

Ahiliiuiui 

MiHsisHi|i|ii 

Louisiaua 

Texas 

Ari;ansas4 

Tennessee 

Kentucky 

Ohio 

lMi(-lii)ran 

Indiana 

Illinois 

Missouri 

Iowa 

Wis('onsin 

California 

District  of  Coluinhia. 
Minnesota  Territory. 

Utah  Territory 

Oreiron  Territory  . . . 
New  Mexico 


Agijrcgute. 


1^ 

^^ 

"S^    i 

-3 

1   1 

S  w 

BOO 

*-'y 

'in 

||1 

n 

11 

> 

it. 5: 

E- 

H 

(£ 

•< 

^122,777,571 

#135,055,328 

049,. 3,38 

^8 

103.052,835 

114,018,118 

352,960 

333 

92.205.049 

10 1,425,. 5.53 

348.073 

S90 

573.342,286 

0.30,070,514 

1,103,883 

571 

80,. 508, 794 

88,559,073 

103,709 

540 

1.55,707,980 

171,278,778 

411,578 

416 

1,(I80.30!»,216 

1,188,340.137 

3.438.107 

345 

200,000.000 

220,000,000 

543,406 

404 

722,480,120 

794.734,732 

2,. 500, 082 

309 

18,0.52,053 

L>0,517,258 

101,003 

201 

2 19, 2 17,. 304 

241.1,39,100 

047,168 

372 

430,701,0i<2 

473,771,190 

1.578,043 

300 

220,800,472 

24'.t,  480,519 

904.482 

258 

288,2.57,094 

317.083,403 

742.042 

427 

335,425.714 

308,908,285 

1,005.0.58 

300 

22,802,270 

25,148.497 

97,015 

2.59 

228.204.332 

25 1.024. 7 G5 

850.. 554 

293 

228,951.130 

251,^40,243 

073,270 

374 

233,'.t!M,704 

2.57.398,040 

574,090 

447 

,52.740.473 

.58, 01 4.. 520 

235,977 

245 

39.841.025 

43,h25,127 

2.32.099 

188 

2O1.240,t)N0 

221, 371.. 354 

1.112.913 

198 

301,02s,  4. ■)<; 

.331.791.301 

1,090,509 

304 

.504.720,120 

.555. 198. 7,32 

2,198.2.52 

252 

,59,787,255 

05,705.9^0 

441,. 395 

148 

202,050,204 

222,915,290 

1,097,141 

203 

1.50,205,000 

171,891..5''0 

945.131 

181 

137,247,707 

l.')0,972.477 

757.007 

199 

23,714,038 

20,080.101 

213, 3.57 

122 

42, 050,. 595 

40,202.2.54 

3.38,702 

136 

22.101,872 

24.378,0.59 

183.1.50 

133 

14,018,874 

15,420.701 

.57.. 372 

268 

0,755 
12,031 

980,  OK') 

1,084,091 

86 

5,003,474 

5..5(i9,h21 

14,755 

384 

1,174,471 

1.291.918 

07.701 

19 

7, 1.33,. 309, 725 

1  7,840,700,097 

i 

1 

I        ! 


'I 


)r 

X    ■"■ 

i 

i    -; 

1 

1:1 

5 

'f  ' ' 

1 

\fi 

ml\ 

618  Andrews'  iieport  on 

III  tlic  propnralidn  of  iljc  f!)rt>go"m^'  st.'itcmcnt,  the  tables  of  ilie 
Rovciitli  cen-sus  liavi;  been  strictly  f()llt)\V(^(l,  and  the  general  ales  ot" 
increase,  l)()ih  ll)r  pofxilation  and  property,  l()nnd  to  havf;  ohiained 
throughout  the  coimtry  (hn-ing  the  past  thirty-one  months,  have  been 
upj)lied  to  each  State,  though,  of  eoin'se,  some  States  have;  advanced 
much  more  rapidly  thfin  others.  TIktc  is  reason  to  belicive  that  the 
real  and  personal  proj)erty  is  considerably  undervalued  in  the  census 
report.  Ihis  will  be  diuslrated  by  the  follow ing  comparison  of  prop- 
erty and  wealtli  among  the  urban  and  rural  population.  It  aj)pears 
frotu  the  census  that — 
140  cities  and  towns,  of  more  than  10,001)  inhabitants  each, 

contain  a  popidation  of. 2,8(iO,000 

Towns  and  villages  ofover  200  inhabitants  (estimated). . .      1,MO,000 

Total  population  of  cities,  towns,  and  villages  in  the  United 

States 4,000,000 

Total  rural  po|)ulation 1{),2().'J,00() 

23,263,000 

The  l()ur  cities  of  iNcw  York,  l'hiladel|)hia,  JJaltimore, 

and  lioston,  contain  a  population  of 1,214,000 

Amount  of  real  and  personal  property S702,00O,000 

Average  amount  ol"  real  and  personal  properly  to  each 

indvidual  in  the  above  cities $578 

Aggregate  amount  of  real  and  personal  property  owned 

by  residents  in  cities,  towns,  and  villages $2,312,000,000 

The  average  amount  of  personal  property  owned  bv  each  inhabitant 

of  cities  and  towns  appears   to  be   Sl()6.      if  the   average  among  the 

rural  i'ree  population  be  about  ihi'  same,  it  I'ollows  that  the  aggregate 

distributed  among  that    class  is  $2,660,000,000.     The  total  amount  ol 

real  and  personal  property  in  the  United  States  on  the  Isl  June,  18''30, 

therefore,  may  be  thus  stated: 

Value  of  farms,  plantations,  live  stock,  farming;  imple- 
ments, mat(Mials,  &c '. $4,59!),364,000 

Personal  estat(\  other  tlian  above,  owned  bv  the  rural 

population ■- 2,660,000,000 

Real   and   |)ersonal   property  owned   in  cities,  towns, 

and   villages 2,312,000,000 

United  States  and  Slate  stocks  owned  in  tlu"  United 

States,  representing  [)ublic  properly  and  not  taxed.  100,000,000 

■  Total  value  of  real  and  personal  property  otlhe  United 

States  in  1850 9,071,364,000 

Add  10  per  cent.   I()r  increase  of  prices  since  June, 

1850 907,136,400 

Add  10  per  cent.  lt)r  increase  in  the  amount  of  prop- 
erly           907,136,400 

Total  value  of  real  and  personal  [)roperty,  January  1, 

1853 10,885,636,800 


COLONIAti    AND   LAKE    TRADE. 


01 0 


)lrs  of  the 
rnl  iitrs  of 
(•  ohlaiiird 
have  b<M'ti 
;  ailvaiu^od 
vp  that  tlio 

)n  ot"  prop- 
It  appciirs 


4,()()(),(K)0 
19,'2(;3,(K>t) 

23,i2Ga,(KH> 


1,214,000 
702,000,000 

S!578 

,•312,000,000 
■h  iiiliahitaiit 
i>  among  tlic 

il  amount  ol 
Juuc,  L850, 


599,304,000 
,(;(;o,ooo,ooo 

,312,000,000 
100,000,000 

1,071,304,000 
907,136,400 
907,13(;,40() 

),885,G3G,800 


The  subjoined  table  is  designed  to  exhibit  a  general  view  ot"  the 
agrieulturc>  of  the  United  Slates.  The  aggregate  ciuantity  and  value  of 
crops  are  first  presented,  and  next  the  several  items  which  are  suppoi^ed 
to  constitute  th(.'  fixed  capital  of  the  agri(Miltural  interest.  It  has  been 
thought  proper  to  assign  one-f(»urth  of  the  value  of  live  stock  to  tlit! 
column  of  aiuuial  production,  as  that  is  probably  the  rate  of  yearly  in- 
crease. The  r(!mainder,  together  with  the  value  of  farms  and  farming 
implenn-nts  and  machinery,  should  obviously  be  reckoned  as  ca|)ital. 
In  ascertaining  the  average  price  of  crops,  those  of  the  New  York  J'ricc 
Current  fi)r  January,  1853,  have  been  taken,  and  a  deduction  there- 
from of  fifUcn  per  cent,  has  been  made,  to  cover  expenses  of  trans- 
portation and  commercial  charges.  Where  special  circumstances 
r(;(|uirc  a  dej)artiire  from  this  rule,  they  are  noticed  in  the  remarks  a[>- 
pended  to  tlu;  ta!)l(\ 

Tuhic  sfiou'iiig  the  amount  and  value  of  the  productions  of  agriculture  in  the 

United  States jij'r  the  year  18.02. 


PruductiuiiH. 


Wheat buHliDls. 

Ily (> (lu . . . 

Indian  cuni do . . . 

OatH do  . . 

[lii'o poiMidi). 

Toliiicco do . , . 

Cottmi <lo. .  . 

Wool do . .  . 

I'eas  itnd  Im-uiim bii.slii'Is. 

Irish  |)ot!itof>s du. . . 

Swuct  |iotiito(>s do.. . 

Iturloy do . . . 

Buck  wheat do. . . 

Orchard  produce 

Win*' ^uHoiix. 

Vahiu  of  produce  ot'marlu't  ;,';ir(li'iis.  .  . 

Huttor puujids, 

('lieoHc do . .  , 

Hay tons. 

Clover  and  oilier  jjra.ss  Hcods. ..  .bunhels 
Flaxsoeil do. . 


tiuantity. 


14.3, 000 
If)  1,000 

i,':i(»>43 

!.>•<.'),  000 

,!:>!>0,0110 

;VS,0()7 

10,141 

)>;.,■,(  10 
4-j,os:> 

9,000 


.000 
,000 
.000 
.000 
,000 
,000 
,000 
,000 
,000 
,000 
.000 
,000 
,000 


Pri( 


*1 


00  per  bushel 

W) do 

GO lo 

44.... do.... 
40  pur  pound 

(J do 

10 lo 

50 do 

(^0  jicr  IjUHJud 
7."). . .  .do. . . . 

80 do 

CO do.... 

.10.... do..., 


1,000,000 


50  per  jjiiUon  j 


Jlopu jioundH. 

IIcni[ tons. . 

Flax poundfi. 

Maple  HU^ar do.. . 

Cane  su^ar do. . . 

Molasses ^allonn. 

Hccswax  and  honey pounds. 

Animals  slaughtorud 

Poultry 

Fuathcrs *. 

Milk  and  oggs 

Rcsidnurn  oi'crops  not  consuinud  b}'  stork 
Animal  increase  of  live  stock 


.•14  4.. W2, 000 

ll);,OSe«.000 

15,l2:2-i,000 

974.3S0 

l^,4f<7,.')00 

4,231,000 

.•i!l,000 

15,41>O.O(»0 

:t'.».ti75,000 

i]72,,TW,000 

13, 070, 000 

i(;,.'>oo,o(K» 


1«J 


i3i; 


20  per  pound  ^ 
() lit i 

50  jier  ton. . .! 

0(1  per  bushel . 

30 do ! 

17  per  pound  | 

00  per  ton. .  .1 
t!  per  pound  ' 
5. . .  .do. . . . 
4.... do.... 

25  per  ijalloii  I 

20  per  pound | 


Total  value. 


$143,000,000 

13,H|J0,230 

31)1, 200, 00(> 

70,840,000 

8,(I.W,(J62 

10,980,000 

» 129, 000, 000 

29, 033,. 500 

8,112,800 

73.125,000 

33,008.000 

3.409.800 

4.950.000 

10,000,000 

500. 0(K) 

50.(100,000 

1)8.918,400 

t;,9()4.-'^0 


Total  annual  product'ud  of  agriculture 


190.275.1   )0 

4.871,900 

11.0.'t3.750 

719.270 

5..S04.O0O 

925,20(1 

1,983.7.'')0 

10.893,000 

3.442,500 

3,750,000 

1:13,000,000 

20.000,000 

2,000,000 

25,(M)0,000 

110,000,000 

107,750,000 

1,752,583,042 


*Tho  price  slated  may  bo  too  high,  and  the  quantity  underrated. 

Value  of  farms $3,914,864,000 

Three-fourths  iA"  the  value  of  live  stock .503,250,000 

Value  of  farm  iniplcmonts,  &c 181,250,000 

Total  capital  employed  in  agriculture 4,599,364,000 


fi^ 


620 


Andrews'  report  on 


M    \ 


REMARKS  UPON  THE  AOHICULTURAL  TABLE. 


1.  The  crop  ypnr  of  1849,  to  wliicli  tlio  returns  oftlio  seventh  cf^nsus 
apply,  was  reported  ncnrly  all  ovi'r  the  cfjiintry  iis  a  scNison  of  "  short 
crop."  Investigations  undertnUen  by  State  legislatures  and  agricultural 
societies  prove;  that  the  aggregate  production  of  wheat  reported  in  the 
census  tallies  was  below  the;  average  by  at  least  3t),000,()()()  of  bushels. 
That  amount  has  bei-n  added  to  l()rin  a  basis  of  comparison  tor  ascer- 
taining the  crop  of  the  past  year,  as  given  in  the  l()regoing  table. 

2.  The  (juanlity  of  tobacco  assumed  as  the  production  of  18.'>2,  ex- 
hibits an  increase  of  more  tiian  t(>rty  per  cent,  on  that  of  1849.  This 
result  is  ascertained  fiom  commercial  statements  and  circulars,  the 
accuracy  of  which  there  is  no  reason  to  question. 

3.  The  cotton  crop  in  J8'/2  is  estimated  at  3,22'j, 000  bnU^s  of  f ho 
average  weight  of  400  jH)und.s,  and  the  iiverage  price  t()r  thc!  year  is 
assumetl  at  ten  cents  per  pound.  The  (piantity  will  probably  exceed 
that  given  in  the  table.  Able  statisti(,-al  writers  have  made  calculations 
.showing  the  probabilitv  of  such  an  increase  in  tht;  production  of  this 
great  staple  as  will  bring  u[)  the  crop  of  1800  to  1,720,000,000  poiuids. 

4.  The  census  returns  of  1850  showed  a  small  d(u.Tease  of  tin*  potato 
crop  as  compared  with  \ii-h).  This  was  owing  to  the  disease  called 
the  potato  rot.  That  diseasi^  is  said  to  Ix-  disappearing,  and  it  is  con- 
sidered sale  to  assume!  the  production  of  the  past  yc^ar  as  about  e(|ual  to 
what  it  would  have  been,  had  no  such  cause  of  retrogression  occurred 
during  the  course  of  the  late  decennial  term. 

5.  The  census  tables  undoubtedly  prescnit  an  estimate  oi"  the;  wine 
crop  very  far  below  the  truth,  in  the  .State  of  Ohio  the  vintage;  of 
1849  yielded  more;  than  thi'  whole  quantity  assigned  to  the  United 
Slates.  Sinc(!  that  year,  immerous  vineyards  along  the  Ohio,  in  Mis- 
souri, and  elsewhere — sonii-  of  them  ol'  large  extent — have  been  brought 
into  a  condition  to  add  largely  to  the  production  of  the  country  in  this 
article.  CalilJ)rnia  and  New  M<'xico,  also,  reported  as  j)ro(laciiig  more 
than  a  (juarter  of  all  the  wjneof  tlu;  United  Slalfs,  must  become  lertile 
wine  districts. 

G.  Th<'  value'  of  the  proiluce  of  market  gardens  is  much  understated 
in  the  census  returns.  Tli(>  class  of  produce  coming  under  this  desig- 
nation includes  the  whole  of  some  highly  important  crops,  as  beets, 
turnips,  carrots,  onions,  parsnijis,  melons,  tomatoes,  besides  numerous 
minor  j)ro(luction3  which  are  separately  of  small  account,  but  collect- 
ively amount  to  a  very  large  sum.  The  estimate  in  the  table  is  a 
moderate  one. 

7.  The  pri(;e  of  hay  in  New  York  at  the  end  of  the  year  1852,  was 
between  twenty-tivt!  and  thirty  dollars  pei-  ton.  Hut  the  (|uantity  of 
this  bulky  article  entering  into  tlic  trade;  of  the  country  is  relatively  so 
small,  and  the  expense  of  its  transportation  to  a  market  is  so  consider- 
able in  comparison  with  its  original  value,  that  the;  arbitrary  sum  oi' 
$12  50,  or  u'ss  than  half  the  selling  price  in  New  York,  has  been  as- 
sumed as  till'  average  in  the  country  at  large. 

8.  The  item  of  the  value  of  hides  antl  [)eltries  is  a  very  important 
one,  amounting  doubtU'ss  to  many  millions  of  dollars  ;  but  it  is  pre- 
sumed to  be  included  in  the  value  of  animals  slaughtered. 


COLONIAL  AND  LAKE  TRADR. 


021 


til  census 
)f  "  short 
ricultural 
,0(1  in  ihc 
itWuslu'ls. 
for  oacor- 
:)lo. 

18.02,  ox- 
49.  This 
ulnrs,  tlic 

flics  of  the 
,lu!  yciir  is 
ily  exceed 
ilciiliilioiis 
JDii  of  this 
)()  pounds, 
'the  poliito 
•use  culled 
il  it  is  cou- 
nt ('(lual  to 
II  occurred 

f  lh(!  wine, 
vintage  of 
iL"   L!nil(ul 

no,  in  Mis- 
n  brought 
IV  in  this 
cing  more 
)iiu'  fertile 


9.  The  cstiinulcs  fiir  poultry,  li'uthers,  milk,  nnd  <'pg3,  of  which  arti- 
cles no  returns  arc  t()und  in  the  census  tables  of  18.00,  may  seem  to 
many  extravagant;  hut  the  gross  amount  is  e(|ua!  to  an  average  of  only 
some  twelve  or  fifteen  dollars  to  each  f:u'innig  eslablishnient  in  the 
United  States,  and  is  undoubtedly  very  considerably  within  the  truth. 

10.  Too  high  an  importance  has  l)ecn  sometimes  attached  to  the 
residuum  of  crops  as  nn  integral  part  of  th(^  agricultural  wealth  of  the 
United  States.  In  ollicial  tables  lierelol<)re  publishi'd,  the  value  of  such 
portions  of  the  produce  of  the  field  and  litrest  as  are  not  susceptible,  in 
the  usual  course  of  trade,  of  a  transfer  to  market,  and  nuist  be  con- 
sumed on  the  farm,  has  l)(>en  giveti  at  one  hundred  millions  of  dollars. 
Hut  it  should  be  remembered  that  by  far  the  great  .  jart  of  this  valui) 
has  been  already  expressed  in  that  of  live  stock,  by  which  nearly  the 
wlu)le  of  il  is  consumed.  It  would  obviously  ai.MWer  no  good  purpose 
to  give  prominence  to  what  has  been  thus  disposed  of  us  an  independ- 
ent item  in  our  annual  pro(lucti(^iis.  But  straw,  corn-husks,  and  souk; 
other  substances  which  eonu^  under  this  classification,  are  extensively 
used  in  the  minor  manufactures  of  the  i'oun!''y,  and  will  b  "ar  the  valu- 


1 


ation  assigned  to  them  in  the  tabk- 


uderstaled 
this  desig- 
ns   beets, 
numerous 
)Ut  collect- 
table  is  a 

18.')2,  was 
[uantity  of 
[lativcly  so 
l>  consider- 
|iry  sum  ot 

s  been  as- 


un 


port 


uit 


It  It  is  pre- 


■i 

I 


622 


ANDREWS     REPORT   ON 


The  following  statements  show  the  number  of  manufacturing  establishments 
in  the  United  States,  the  am.ount  of  raw  materials  used,  the  capital  in- 
vested, and  the  total  value  of  products,  according  to  the  census  of  1850. 


Names  of  States. 


Maine 

New  Ilainpsliire 

Vermont 

Massachusetts 

Do fisheries.. 

Conn"c*'r'it 

Do. ....  fisheries . . 

New  York 

New  Jersey 

l)o fisheries.. 

Pennsylvania 

Dehiwaro 

Maryland 

Virginia 

North  Carolina 

South  Carolina 

•Georgia 

*AIabunia 

•Mississippi 

•Florida 

•Louisiana 

•Texas 

•Arkansas 

•Missouri '. 

•Kentucky 

•Tennessee 

•Ohio 

•Indiana 

•Illinois 

•Michigan 

•Iowa 

•('alifornia 

•Minnesota    and    other 

Territories 

•City  of  New  York 


No.  of  estab- 
lishments. 


.3,977 
3,211 
1,84S) 
8,259 

3,482 

252 

23,553 

4,108 

101 

21,595 

531 

3,708 

4,741 

2,004 

1,431 


10.1 
1,0I« 


Value  of  raw 
materials. 


Capital  invested. 


j^l3, 555,806 

12,745,466 

4,172,5.^)2 

85,856,771 


23,. '189,397 


134,  e.^),  074 
21,992,186 


87,200,377 

2,864,607 

17,326.734 

18,103,433 

4,805,463 

2,809,534 


$14,700,452 
18,242,114 

5,001, .377 
83,357,042 

5,582,650 
23,589,397 

1,986,300 

99,904,405 

22,184,730 

109,678 

94,473,810 

2,978,945 
14,7.'i3,143 
18,108,793 

7,252,245 

6,060,565 


220,611 

2,483,073 

.399,734 

286,899 

12.408.4.')7 

12.458,786 

4,7.''.7,257 


.547,060 

5,304,924 

013,238 

33H,l.'-)4 

9,194,9!t9 

14,236,964 

7,044,144 


U.. 347, 920 
8,9K6.142 
6, 221,. 348 
2,093,844 


7,917,818 
0,128,282 
0,443,310 
1,2.''j0,410 


3,163 


47,004,594 


2!»,407,7.")4 


Value  of  annual 
products. 


$24,664,135 

23,164,.')03 

8,570,920 

151,1.37.145 

6,006,849 

45,110,102 

2,004,483 

237,597,249 

39,713,586 

140,050 

l;)5,044,010 

4,649,296 

32,477,702 

29,592,019 

9,111,245 

7,076,077 

6,704,1.32 

4,464,000 

2,749,838 

608,335 

7,043,814 

1,202,885 

068,815 

24,2.'')0,578 

23,273,201 

9,443,701 

02,110,1.38 

1S,747,008 

16,071,273 

10,729,892 

3,393,542 

60,000,000 

2,342,0(1(1 
90,382,015 


Note. — The  ohief  production  of  California  is  gold. 

The  ainounts  s(?t  ()i)[)osiU'  tliosc  St;Ucs  iiiMikcd  with  n  .star  jiro  not 
ofiicial,  and  tlio  revision  of  the  table  now  going  on  in  the  ('ensn.s  OlKci' 
may  .sliglilly  vary  tlieni;  l)ut  the  incrca.sc  or  diniunition  will  not  hv  sd 
con.-^iilt'rablc  as  to  afli'ct,  in  a  material  manner,  the  dednrtions  wliic  li 
it  i.s  onr  purpose  to  draw  from  the  statement.  The  aggregate  of  the 
above  table  added  to  the  total  product ion.s  of  agriculture  t()r  the  |)ast 
year,  anil  the  value  of  home  maniif  leture.s,  given  in  another  part  of 
the  census  statistics,  will  give  us  a  condens(;d  view  of  the  total  money 
value  of  the  productions  of  indu.-^try,  inchuling  all  interests,  lor  the  year 
1(S52.     The  .statement  is  as  f()llows: 


Productions  of  agriculture .$l,7(l9,512,tM:.> 

rroductions  of  general  industry,  1850 1,030,000,01)0 

Increase  of  [)roductions  of  general  industr}'^  in  ]852. .  103,000,000 


COLOXIAL   AND   LAKE    TRADE. 


623 


hlishments 
apital  in- 
f  1850. 


ilue  of  annual 
products. 


§24,664,135 
'^23,164,503 
8,570,920 
151,137,145 
6,600,849 
45,110,102 
2,004,483 
237,597,249 
39,713,586 
140,050 
155,044,010 
4,649,296 
32,477,702 
29,592,019 
9,111,245 
7,076,077 
6,704,132 
4,464,006 
2,749,838 
668,335 
7,043,814 
1,202,885 
668,815 
24,250,578 
23,273,201 
9,443,701 
62,110,138 
18,747,068 
16,671,273 
10,729,892 
3,393,542 
G0,000,00() 

2,342,000 
90,382,015 


Star  iirc  iit»t 
Census  0\\\w 
'ill   not  be  so 
uctit)iis  whuli 
rr(>g;iie  of  tlie 
'  tor  the  \y'^^\ 
lolhor  p:ul  nt 
ic  toUil  inotK-y 
3,  for  the  year 


I,7(i9,5l2,(;42 
1,030,000,001) 
103,000,000 


Home  mnnuflicturcs,  1850* 27,500,000 

Increase  of  home  manufactures,  1852 2,750,000 

Total  value  of  productions  of  industry,  including  ail 

enumerated  interests 2,932,762,042 


Were  it  practicalilc  to  bring  within  the  scope  of  a  general  system  of 
statistical  incjuiry,  hke  that  of  the  late  census,  every  variety  of  occu- 
pation leading  to  valuable  results,  it  ciinnot  be  doubted  that  this  grand 
aggregate  of  pnxhietion  in  the  United  States  would  appear  much  larger 
than  in  llie  l()regoing  statement.  Divided  by  the  number  of  inhabitants, 
free  and  slave,*,  it  gives  S126  as  the  average  annual  production  of  each 
person.  11"  we  estimate  the  proportion  of  adult  rnales  as  one  to  (bur  of 
the  wlioli!  population,  the  annual  average  production  of  each  is  shown 
to  be  $504. 

Statement  r.rhi/jifing  the  value  of  domestic  produce  and  iminufucturc  exported 
a.nnualhj  from  1821  to  1852,  and  also  the  value  i)er  ctqiita  during  the 
same  period. 


Years  eiuling — 


Value  of  domcslic 
produce,  &.P.,  ex- 
ported. 


Populatiou. 


.September  30 1821  . 

1822. 

1823 . 

1824 . 
1825. 
1826. 
1827  . 
1828 . 
182lt. 
1S3(I. 
1831  . 
1832. 
18.13. 
1834  . 
H35. 
1836 . 

ls;»7. 

IH38  . 

1839  . 

1840  . 

1841  . 
1M42. 

Nine  iiioh.  to  June  30,  1843  . 
Ye:irto.Iuni)30 1^44  . 

1845. 

1846. 

1847. 

184H. 

1H49. 

1H.')0. 

1851  . 

1852. 


I 


$43,671,894 

49,874,079 

47,1.55,408 

.50,649,500 

66,«09,766 

.52,449,-55 

57,W78,117 

49,976,632 

,"15,087,307 

.58.524,^78 

.59,218,583 

(il,726,.529 

69,950,856 

811,623,662 

1(!0, 459.481 

106,.57(),942 

94,280,895 

95,.560,880 

101.625,533 

lll,6i;0,.561 

103,636.2.36 

91,799,242 

7  7, 686.. 35  4 

99,,VU,774 

98,455,;<30 

101,718,042 

1.50,574,844 

130,203,709 

131,710,081 

134,900,233 

178,(i20,138 

154,930,947 


9,960,974 
10,2n3,757 
10,606,540 
10,92'.),323 
11,2)2,106 
11,574,889 
11,897,672 
12,220,4.55 
12,543,2.38 
12,866,020 
13,286,364 
13,706,707 
14,127,050 
14„547,393 
14,967,736 
15,388,079 
15,p08,422 
16,228,765 
16,649,108 
17,069,4."i3 
17,612,507 
18,1.-.5,561 
18,698,615 
19,241,670 
19,784,725 
20,327,781) 
20,870,8.35 
21,413,890 
21,9.')6,945 
23,246,.301 
24,250,000 
25,000,000 


Value  per 
capita. 


$4  38 
4  85 
4  44 

4  63 

5  94 
4  53 


86 
09 
39 
54 
46 
50 
95 

5  54 

6  71 
6  92 
5  96 

5  89 

6  10 

6  54 
5  8H 
5  05 

4  15 

5  17 

4  97 

5  00 

7  21 

6  08 

6  00 

5  80 

7  36 

6  19 


»  Kinployed  in  mmufactures— 613,000  males,  214,000  foniulcs. 


624 


ANDREWS     REPORT    ON 

Per  cent,  increase  ofdomcslf  exports. 


Years. 


1821. 

to 
1830. 

to 
1840. 

to 
1850. 


Amount. 


$43,671,894^ 

58,524,878  ■ 

113,895,634 
136,940,912; 


Per  cent,  increase. 


34+ 
94  3-5+ 
20  1-5+ 


Exports  of  ihnncsUc  produce Jnr  srvrral  years,  tvith  amount  (o  each  individval. 


Yciirs. 

Amount. 

Population 

Amount  to  each  indi- 
vidual. 

1830 

$58,524,878 
113,895,634 
130,946,912 

12,866,520 
17,069,4.')3 
23,119,504 

$4  54  10-12+ 
()•  67  2-9  + 
;>  92  1-3  + 

1840 

1850 

The  preceding  tiible  has  never  been  published ;  it  shows  tlint  the  ex- 
ports have  doubled,  per  capita,  with  an  increase  of  the  population  of 
about  two  hundred  and  forty  per  cent. 


COLONIAL    AND    LAKE    TRADE- 


625 


;ent.  increase. 

34+ 
94  3-5+ 
20  1-5+ 

h  individvuL 


nt  to  each  inili- 
vidual. 


54  10-12+ 
;  67  2-9  + 
,  92  1-3  + 


that  tlio  cx- 
lopulalion  of 


Statement  exhibiting  the  value  of  foreign  merchandise  imported,  re-exported, 
and  consumed,  annwtlbj,  from  182.1  to  1851,  inchisire,  and,  also  the  esti- 
mated jJOjntlation  and  rate  q/' consumption,  per  capita,  during  the  mme 
period. 


Year!)  endiiig- 


Septcniber  'M . 


Valufi  of  foreign  inerchundise. 


Importoti. 


Rc-exjxjrlod.i      Consiinit'd      i 
■   mid  on  hand.   I 

I 


o 


9  ni'tliB  to   Juni'  'M), 
Year  to  Juno  30. .  . . 


.1821 
1H22 
1823 
1824 
1825 
1826 
1827 
1828 
I82<) 
1830 
1831  j 
1832 

1833  I 

1834  I 

1835  1 
1530  I 

1837  I 

1838  I 
1839' 

1840  1 

1841  i 
1842 
1843  ' 

.1841 
1845, 
1846  I 

1817 ; 

1848  i 
\»49 
185<l 
1851  , 

1853 


!j,(;2,r)8j,724 

83.-_>4i,r>.ii 

77,r)79,2G7 
80,549,007 
!t(;,340,07.') 
84,974,477 
79,484,0(i8 
88,509,i«24 
74,492,.')"i7 
70,87(;,9:2() 
l(a,191,124 
l()l,0-'9,2(;(i 

11)8,1  iH,;i  11 
12(),.wi,;kw 

149,8!l5,74v! 
189,980,035 
140,989,217 
113,717,404 
1 02,092, 132 
107,141.519 
127.94fi.l77 
Ill0,|(;-i,(ih7 
t;4,75.'J.799 
108,43.').03.'i 
ll7,2.-)4,.-.(;4 
121,(;9I,797 
14(i,54r),()38 
1")4,998,928 
147,s.J7,'139 
178,138.318 
223,4 19,00.-> 
252,(;i;t,'J82 


■$21, 302,488 
2:i,2?i(;,202 
27,543,622 
25,337,157 
;);.',590,(i43 
24,.'')39,612 
23,403,136 
^'l„'")95,OI7 
16,658,478 
14,:t87,479 

■.Mi.,m:i,ry2ti 

24,039,473 
I9.S-.w,7.35 
23,31-,>,M1 
20,.")04,495 
21,746,360 
21,^')4,962 
12,4.->!.',795 
17,494,-525 
18,190,312 
15,499,081 
11,721,538 

6,552,697 
11,4!:<4,867 
15,34ti,830 
1 1 .346,623 

8.011,1.58 
2l,13-,>,315 
13,088,865 
14.951,808 
21,743,293 
t7,-r3,34i 


S4 1.283,236 

6(»,955,339 

.')(l,035,645 

.■)5,2J  1,850 

63,749,432 

60.434,865 

5(i,O80,9.32 

66,914,807 

57,834,049 

56.489,441 

>3,l.w,.79s 

76,9-^9,793 

88,2<(5,.'>76 

l(»3,:208,.V.^I 

129,.391,247 

168,233,675 

119,134,'r)5 

10I,-J64,609 

144, .597,607 

88.lt51,'>07 

112,447,096 

88.440,549 

.'.8.',>0I.102 

96,950,168 

I01,9«7,734 

110,345,174 

I.38,.534.480 

133,866,613 

134,768,.'i74 

163.18(i,.-)|(l 

•i(»l,675,712 

195.339,941 


9,960,974 
10,283,757 
10,606,540 
10,929,323 
11,252,106  : 
11, .574, 869  ; 
11,897,672 
12,220,455 
12,543,2.38 
12,866,020 
13,286,364 
13,706,707 
14,127,0.50 
I4,.547..393 
14,967,736 
15,.38S,079 
15,808,422 
16,228,765 
16,649,108 
17,069.4.53 
17,612,.507 
18,l.'-,.'-,,561 
18,698,615 
19,241,670 
19,784,725 
20.327,780 
20,870,835 
21,413,890 
21,9,')6,945 
23,246,.301 
24,250,000 
24, .500,000 


is 

e  o 

6- 


*4  14 
5  92 

4  71 

5  05 
5  66 
5  22 

4  71 

5  47 
4  6] 

39 


4 
6  a;) 

5  61 

6  25 

7  09 

8  64 
10  93 

7  53 
6  23 

8  68 
.-»  5J 
6  38 

4  87 
3  11 

5  03 
5  15 

5  42 

6  60 
6  25 

6  13 

7  01 
>^  31 

8  00 


Total  imports  consumed  in  the  Vnilul  States  for  si  vera/  ijears,  with   amount 

to  each  individual. 


Year 


Amount. 


Population. 


1p30 *49,575.(I99 

1840 ,  107 .  141,519 

1850 164.034.0.33 


12.866.520 
17,069.453 
23.ll9..")il4 


.\niount  to  each 

individual. 


$3  851  + 

6  27U 

7  09'  + 


is,  ■     k' 


40 


626 


Andrews' 


RE PORT    ON 


The  preceding  returns,  und  tliose  which  immediately  follow,  arc  pre- 
sented to  illustralc  the  chief  object  of  the  report,  which  is  to  show  the 
value  of  the  productions,  and  the  rapid  increase  of  the  inland  inter- 
changes between  (hffcrent  parts  of  the  thirty-one  States,  and  the  im- 
portance of  this  inland  trade. 

It  is  a  natural  characteristic  of  the  North  American  people,  influenced 
by  that  stern  spirit  of  co-operation  which  has  so  signally  contributed  to 
their  present  high  position,  to  examine  with  interest  the  results  of  their 
labor  :'S  exhibited  in  the  advancement  of  its  material  or  intellectual 
stren;i;th  With  tlie  progress  of  the  l()rmer,  whether  of  conunerce, 
manii  tact  ire,  or  agriculture,  there  will  be  a  corresponding  increase  of  a 
taste  tor  literature,  art,  and  the  sciences. 

It  is  gratifying  to  observe  that  no  one  interest  outstrips  any  other 
interest,  and  that  if  one  section  ot"  the  Union  is  prosperous,  there  is  a 
corresponding  improvement  in  another  section  ;  and,  in  contemplating 
the  ha [)py  state  of  the  confederacy,  we  are  proud  to  believe  that  "tlierc 
has  never  been  imagined  any  mode  ot"  distribiiling  the  produce  of  in- 
dustry, so  well  adapted  to  all  the  wants  of  man,  on  the  whole,  as  that 
of  letting  the  share  of  each  individual  depend  in  the  main  on  tiiat  indi- 
vidual's own  energies  and  exertions." 

Doubtless,  the  successful  a[)pIieation  ol'  so  just  a.  principle  is  chiefly 
owing  to  two  causes — the  |)erfect  ecpiahty  and  protection  of  labor,  and 
that  prohibitory  clause  in  the  constitution  prev(Miting  any  Stale  from 
levying  taxes  on  the  produce  of  another  State;  and  allliough  it  lias 
delegated  to  Congress  the  regulation  of  the  "co(nmerce  with  fi)reign 
nations  and  among  the  several  States,"  the  federal  legislature  has 
wisely  left  the  latter  totally  unfettered  and  free. 

Since  the  publication  of  Mr.  Walker's  celebrated  report  in  liS47-'48, 
in  which  he  estimated  the  internal  trade  of  the  country  at  three  thou- 
sand millions,  already  mentioned,  various  causers,  obvious  to  all,  have; 
conspired  to  gicallv  extend  its  area  by  increased  facilities,  and  increased 
its  value. 

The  railroads  have  increased  from  five  thousand  five  hundred  miles, 
costing  about  one  hundred  and  sixty-six  millions,  to  lliirtetMi  thousand 
thre<'  hundred  miles,  costing  lour  huiulrt'd  miHions. 

The  imporLs  iind  exports  liave  increased  from  thri  e  hundred  to  over 
tour  hundred  millions;  the  tonnage,  inward  and  outward,  from  (),7(H),70-'3 
to  1 0,0!)  1,040  t.. as;  the  tonnage  owned,  from  L>, 839,000  to  4,2U0,Uf)0 
tons.  The  receipts  into  the  treasury,  exi'lusive  of  loans,  have  increased 
from  twenty-six  to  over  tbrty-iiine  millions;  and  the  Caliti)rnia  trade, 
the  whole  ot"  which  does  not  a[)pear  in  llii,'  published  returns — the  com- 
mercial phenomena  ot"  a  commercial  ;ige — have  also  added  a  hundred 
millions  to  the  national  eoinmeree,  and,  more  than  any  (ivenl  of  tlie 
last  li'nty  years,  have  invigorated  the  navigating  interest  of"  the  coun- 
try, and  to  a  great  degree  liad  a  [jowertul  influeiu-e  over  the  conuiier- 
cial  m;irine  ot"  the  world;  th<'  whole  conlribuling  to  swell  the  internal 
trade,  and  enabling  the  I'nited  Slates  to  own  more  than  Iwo-tifilis  ot 
tli(!  tonnage  of  the  world. 

The  inland  trade  moves  in  a  circle:  a  larger  part  of  the  imports  are 
made,  at  the  North,  which  pass  to  tlx*  South  and  the  West — a  greater 


COLONIAL  AND  LAKE  TRADE. 


627 


V,  Jire  prc- 
I  show  the 
.and  inter- 
d  the  im- 

intiuenced 
tributed  to 
Its  of  their 
nteUoctual 
comiiiprce, 
crease  of  a, 

any  other 
i,  there  is  a 
ilemphuiug 
that  "there 
iluce  of  in- 
()U^  as  tliat 
u  that  iiuli- 

U>  is  c-hielly 
f  hibor,  and 
State  from 
Duuh  it  has 
A'ilh  ii)reign 
islature    lias 

n  lS47-'48, 
three  thou- 
(»  all,  have 
iiicr«'ased 

(Ired  miles, 
•11  ihousaiul 

I fd  to  over 

4,200,001) 

,(•  iiu'rcased 

()inia.  liadt', 

IS — lh(!e()in- 

d  a  hundred 

■vent  of  the 
ot'  the  eoiui- 
ihe  eoininer- 

the  iiileriial 
two-liflhs  of 

itnjxiils  are 
t — a   greater 


part  to  the  latter ;  while  the  southern  States  furnish  the  chief  bulk  and 
amount  of  exports. 

The  imports  and  exports,  and  tonnage  inward  and  (outward,  of  the 
principal  commercial  or  Atlantic  States,  for  the  years  ]825,  1840,  and 
185],  were  as  Ibllows: 

Imports. 


States. 


Maine 

MasHactiusrllH 

Rhoiio  Island 

Connecticut 

New  York 

Pennsylvania 

Maryland 

Virginia 

North  Carolina 

South  Carolina 

Georgia 

Louisiana 

Alabama 

Florida 

Total  from  all  States. 


1825. 


1840. 


$83,311,4.36 


13,259,001 


96,340,075 


$66,599,858 


27,009,185 


149,895,742 


1851. 


$190,260,840 


23,250,271 


216,224,932 


Exports 


States. 


Maine 

MaH.saciiusctts 

ilhodu  Island 

Connecticut 

New  York 

Pennsylvania 

Maryland 

Virginia 

North  Carolina 

iijoutli  Carolina 

Georgia 

Louisiana 

Ahihaina 

Florida 

I'otal  from  all  States. 


1825. 


1840. 


1851. 


131,018,734  i    $36,412,349 


34,525,505 


80,269,078 


66,944,745       113,895,634 


$85,238,833 


109,843,194 


196,689,718 


mi 


ANDREWS     REPORT    ON 


)rli()ri.- 


tr.'ivelling  public,  and  for  tlin  trjiusjMJrtiitiou  of  pKuliicc,  art-  ol"  a  liighn 
character  than  the  additions  tiiey  iiiake  to  the  weahh  of  the  country- 
In  case  ot*  an  unfortunate  war,  particuhirly  with  a  maritime  power,  hy 
which  our  commerce  with  the  ocean  mijiht  lie  im|)eded,  the  means  of 
intercf)mnmriication  affi)rdetl  by  the  rivers,  canals,  lakes,  and  railroads 
would  still  be  enjoyed,  and  tlie  domestic  trade  and  commerce  continue 
to  be  carn[)aratively  unnjolested. 

As  great  interest  is  nf)W  maniti'sfed  as  to  wiiat  p(jrtion  of  the  trade* 
of  the  valley  of  the  Mississippi  sh;dl  seek  a  southern  market,  the  fol- 
lowing notes,  prepared  in  part  by  Mr.  Mansfield,  of  Oincinnati,  will  be 
found  very  useful  and  interesting  by  those  engaged  in  that  portion  of 
'tlie  western  trade.     The  line  of  separation  referred  to  in  tliene  notes, 


COLONIAL    AND    LAKK    TRADE. 


G29 


1851. 

Outward. 


J6  I  3,491,78(5 


09 


MS,  875 


111  ion  ol'  tli<" 

of  tli(;  Mis- 

t,  only  .i^cn- 

iiicl  llu:  Miti- 

ilnculs   :iiul 

!   l:ik«'s,  and 

tides  ofiiu- 

Oliio,  Mis- 

ic  stiiillu'rii 

tl'ITSt  ot"  ilic 

tlets  of  llu- 

let"  of  (ttlin 

he   accnillil 

he   iiiU'llial 

ili'dcracy  it 

■rn  Atlantic 

Dyed  l)y  till' 
of  a  higher 

ihr  fouMtry. 
power,  l)y 
le  tne;iiis  ot 

nd  liiilroads 

rce  continue 

of  the  trade 
ket,  the  tbl- 
nati,  will  Ix' 
lit  portion  ol 
lhet>e  notes, 


as  dividing  the  northern  from  the  southern  trade,  is  by  no  means  fixed 
or  stationary,  but  varies  from  year  to  year,  affected  by  prices  in  differ- 
ent markets,  rates  of  freight,  &c. — the  general  tendency,  probably, 
being  to  the  southward. 

NOTES   ON    THE    AMOUNT    AND    TENDENCY    OF    OHIO   COMMERCE. 

Th(>  competition  between  the  southern,  or  river  route,  and  the  north- 
ern, or  lake  route," to  the  ocean,  has  become  so  strong  in  the  western 
States  as  to  excite  much  interest  as  to  the  dividing  line  which  separates 
the  kgilimafe  trade  of  tiie  lakes  tiom  that  of  the  rivers.  It  is  desirable 
to  know  what  portion  of  the  country  is  best  accommodated  by  the 
northc^rn,  and  what  by  the  southern  route ;  and  also  to  know  something 
of  the  character  of  tlie  articles  which  make  up  tin;  princi[)al  trade  of 
the  different  channels  respectively. 

This  is  at  first  sight  a  difficiih  question,  because  the  lakes,  and  the 
public  works  connected  with  them,  arc  clostnl  for  a  portion  of  the  year, 
during  which  the  trade  tends  southwardly.  But  there;  is  a  certain 
method  of  deiermining  it.  Taking,  for  example,  the  arrivals  and  clear- 
ances at  the  extremities  on  the  lake  and  on  the  Ohio  river,  and  then 
comparing  tin;  result  with  tlu^  receipts  and  clearances  at  the  interme- 
diate ports,  it  will  at  once  appear  at  what  points  the  streain,  southward 
or  northward,  terminates.  First,  then,  to  take  the  leadbig  articles  of 
groo(;ries  which  depart  from  Cincinnati  and  Toledo,  and  arrive  at 
various  points  on  the  Miami  canal,  W(;  have  as  follows  : 

1.  Miami  Canal,  1851. 


Articleti. 

Cincinnati. 

Toledo. 

Uoooipts.          Clearanpcs. 

Rpcoipta. 

Clearances. 

Coftce 

.|II)UIu1m.  . 

. .  do.  . .  . 

1,145,4H1            1,(;7.3,>J43 

124,2:25          4.;i(il.41S 

3,0!)7,(i(i2 

6«.l.'i7 
1,711,552 

G!;().ti47 

3,076,468 

Sutfiii 

772,248 
315,343 

Totul 

1,279,70G           i),  132, 323 

2,4G4.556 

4,164.059 

This  tabli!  proves  that  groceries  are  transported  in  the  Miami  country 
both  fron)  the  lake  to  the  river  and  rice  ccrsa ;  but  that  a  much  larger 
portion  go  tiom  the  river  than  from  the  lake.  An  investigation  of  the 
recrtnts  at  the  various  ports  ot"  the  interior  proves  that  the  country  north 
ofFicjua,  Mirmii  county,  ninetv  miles  from  Cincinnati,  is  supplied  from 
Toledo,  and  the  country  soutli  of  it  from  Cincinnati.  A  point  on  the 
Miami  canal,  about  ninety  miles  from  Cincinnati,  is  lher(>ti)re  the  point 
of  division  between  the  trade  in  fc)reign  articles  derived  from  the  lake 
and  that  derived  from  the  river. 

The  above  amounts  are,  of  cour.se,  only  a  part  of  the  whole  trade 
distributed  fiom  Cincinnati ;  but  they  are  sufficient  for  the  purposes  of 
this  inquiry. 


1i| 


TitB   ! 


WF 


I 


630 


ANDREWS      REPORT    ON 

2.   Ohio  Canal,  1851. 


AnIcloB. 


Cuffoo pounda 

Suffar (io. . 

MulRgRCfl do. , 

Total 


Cleveland. 

PortHmouth. 

Recoipts. 

Clearances. 

llocoipts. 

CloaranccB. 

28,812 
187,518 
132,844 

1,912,204 

1,874,274 

.W9,24f) 

in,l.')3 
6,0.55 
7,7.50 

647,418 
2,025,715 
1,828,836 

3.'-)0,174 

4,245.724 

23,957 

4,. 50 1,96!) 

3.  MusJchisrtoii  Improvement,  1851. 


ilariiiar. 


Articlos. 


HRi^eipts,    ,  ClearanceN. 


Coifpe pounds. . . . 

Sugar do 

MolasscB do 3,000 


840    I  633,327 


9f6,097 
1,. 5.57, 000 


Total. 


3,840    i      3,176.424 


It  nppcars  from  nn  rxnminntinn  of  the  stnti^stics  o{'  the  intrrior  ports, 
wlicrc!  their  rrc('ij)t.s  are  lioni  the  Ohio  ciiiiiil,  that  the  ."^iijtphcs  from 
the  Ohio  river  extend  as  far  as  Ninvark,  Licking  eoimly,  alioiif  12(1 
niih'S  tiom  I*ort.-;iiionth  and  150  from  ('levehmd. 

The  Muskiniriim  improveiiuMit  (xli  iids  lo  I)r''?den,  on  die  Ohio 
canal,  and  the  groceries  are  supfjlied  from  the  Ohio,  nl  Harmar,  .so  far 
as  to  ZaiiesviUe,  Mii.skingnni  count}'. 

The  IJjilowing  tahle.-^  show  the  aggregate  of  ihe  above  ailieles  re- 
speelivejy  .<hipj)ed  thrf)i)gh  the  southeiM  and  northern  ports  of  Ohio,  viz: 

On  the  Canals. 


Articles. 

From  Toledo  and 
Clevelaiul. 

From  ('iiicinnati, 
i'ortf<iiioiitli,und 
Iliinnar. 

Coffeo. . . 

5, 588,  .372 
2. 646,. 522 
1,246,. 522 

2,9.53,992 
7  373  220 

Suernr  .. . 

d 

MolaHscB. 

do 

6. 483  4')S 

Total 

9,4.S1.436 

10.HI0.710 

It  appears  that  grocorio.s  are  .cup{)lied  from  tlie  Ohio  river  to  nearly 
twice  the  valiu^  of  thos(;  forwarded  from  the  lakes  to  the  interior  oi 
Ohio.  From  consideration  of  these  facts,  it  ap|)ears  that  the  line  of 
general  separation  may  bo  drawn  through  Pi(jua,  Miami  county,  Ur- 
bana,  Chariipaign  county,  Columbus,  Franklin  county,  Newark,  Lick- 


COLONIAL   AND    LAKE    TRADE. 


631 


f  M 


outh. 


ClearanceB. 


647,418 
2,02r.,715 
l,H2H,8a6 


4,r)0i,%it 


riimr. 


Clcarani't'H 


(i:»3,3'J7 

9fti,()97 

1,557,000 

":»,  176.4124 


itnior  j)orts, 
npplir.s  from 
V,  nl.niif  120 

III    the    nliif» 
nuiir,  so  Itir 

iiilicU'S  rc- 
(ilOliio,  viz: 


■'rom  Cincinnati, 
I'ortsiiioiitli.iinil 
llannar. 


'->,05:},99-^ 
7,.'m,2*J*) 

G,4H3,4;)H 


16,810,710 

vcr  to  neiiily 

^ic  interior  ui 

(t  the   line  of 

county,  Ur- 

lewiirk,  Lick- 


inp  county,  Zannsvillc,  Muskingum  county,  nnd  vvhentr  divcrginp  to 
llic  portliefist  it  tcrminiitcs  in  the  noigliborliood  of  Stcui)('iivillo. 

Jf  tilt'  siimc  iiHjuiry  l>t'  cxtfiuliMl  to  the  cx^  .irts  ol'  domestic  produce 
from  the  interior  of  Ohio,  t lie  line  of  separnlion  will  Ix;  found  to  run 
neiirer  to  the  Ohio  river,  hut  ncross  iienrly  the  siune  tract  of  cduritry. 
The  following  are  aggregates  of  the  rec(;ipt.s,  in  leading  articles  of  do- 
mestic produce,  at  the  lak'i  and  river  ports: 


Art!clc8. 


Flour,  and  wheal  reduced  to  flour barrels. . 

i'orii  and  luuns ih 

Kard do. . . , 

l.ivR  liofrs number 

Cum IiukIiu'Is  , 

WluHkey barrels. . 


At  ('Ineinnati, 

At  Cleveland 

I'urtHinouthi&i 

aii<l  'I'lilcdo. 

H  irtiiar. 

408,462 

1,598,567 

(iG,32I 

5(i,567 

'J1,H97 

:t3,945 

74,000 

4,761 

711,125 

3.561,020 

98,873 

58,777 

ill  reference  to  the  pul)li(-  works  of  Ohio,  ihc'refore,  the  greater 
(|uantity  of  Hour  and  grain  is  exjiorled  tiom  the  lake  ports;  hut  the 
larger  |)ro|)ortioii  of  live  stock,  animals,  provisions,  and  whiskey  pass 
through  the  river  j)orts.  As  hogs  are  chielly  driven  to  Cincinnati,  the 
ahove  t.'d)le  expresses  hut  a  very  small  portion  of  ihe  animal  l()od  re- 
t-eived  tiom  the  interior  at  the  ports  of  C'inciiinati  and  P()rtsmf)Uth. 
The  export  trade  of  Cincinnati  will  he  shown  in  another  table.  By 
examination  of  th''  arrivals  and  clearances  of  domestic  produco  on  the 
Miami  canal,  it  ap[)ears  that  Hour  and  other  products  are  shipped  to 
('ineinnati  from  l*i(|ua  or  its  vicinity — about  JOO  miles  to  the  north- 
ward.    The  lint;  of  separation,  in   regard   to  the  ])roductions  of  (.)hio, 


will,  therelore 


ound  very  near  to  the  centre  ot  the  Matt 


Notli 


ing 


of  domestic  produce,  in  the  imtnediate  Ohio  valley,  exc(>pt,  perhaps, 
tobacco,  wuol,  and  mamifactured  articles,  go  to  tlie  lake  ports.  In  the 
articles  of  tobai.-co  and   wool  the  trade  almost  alloirether  tends  lake- 


wards. 


The  following  tabl(>  of  the  imports  of  lumber,  Irom  the  exterior  to 
the  interior  ports,  will  show  the  tendency  of  thiU  article  at  the  present 
date.  It  must  be  observed,  however,  that  the  amount  is  a  mere  frac- 
tion of  the  whole,  because  the  lumber  imported  into  southern  Ohio  is 
almost  exclusively  brought  from  the  Alleghany  region,  down  the  Ohio; 
though  recently  lumbtM-  has  Ibund  its  way  through  Toledo  and  Clove- 
land. 


Lumber.              I.ntli.           Timber. 

i 

fMovpliind .......■••■..>■•  •foot*  ■■•••■••••• 

9,574, 4:)5     97,321 

'Ffilmlo                        --     ..       ........  .i!(l 

8.(110.951        1,915.200    ; 

Cincinnati tlo 

Porittiiiniit  li             .                 ....       ...  .llo  .  ...>•..>■■■ 

2  860,453     

2i),850     3,131 

I  ItLrtiiiir      .................   ....  iiiu  ■. ••• 

169,195      450 

Total. 

21,234,884    i    1,915,200    1       100,908 

;                 _l 

632 


ANDREWS      IIBPOUT    ON 


V   I 


It  stnns  IVoni  this  llirit  six-sevenths  of  tfie  liunber  iiiiportod  inlo  the 
Stale  !)>'  the  public  works  for  the  use  of  ihc^  interior  eoines  in  by  the 
liike  ports. 

It  li)llows,  then,  Iroin  tiie  above  liicts,  thiit  two-thirds  the  eoilec;  niid 
six-sevenths  ot'  the  lumber  passing  over  the  public;  works  lor  consuinn- 
tion  in  Ohio  are  imported  throiii^h  th(>  hkr  jjorts  ;  but  thiit  three-ll)urths 
the  sugar  and  molasses,  and  nearly  nil  the  lobaeeo,  are  imported  through 
the  river  ports.  Sugar  and  molasses,  the  prodtiets  of  Louisiana,  are 
distributed  from  Cineinnati  through  the  Northwest,  even  to  the  shores 
of  the  lakes. 

Of  the  prodneo  of  Ohio,  three-lbinlhs  of  the  Hour  and  grain  are  ex- 
ported through  rhe  lake  ports,  but  more  than  rhree-l()urths  of  the  prtrk, 
lard,  and  whiskey  through  ihv  ports  of  the  Ohio  river,  as  will  be  seen 
by  reference  to  the  principal  exports  of  Cincinnati,  as  connecti-d  with 
llie  above  canal  receipts. 

Should  the  question  now  arise  as  to  the  comparative  value  of  the 
exports  ot'Ohio,  it  appears  from  the  t()rt\going  tables  that  the  ex[)orts  of 
flour,  and  wheat  roclnced  to  (lour,  amount  to  12, 0(17, 02!)  barrels,  or,  re- 
duced to  grain,  10,335,145  bushels  of  wheat.  IJut  the  i'X|)orts  from 
Sandusky,  derived  trom  a  very  ti-rfih*  region  ot"  country,  and  from 
Milan,  have  in  some  years  amounted  to  000,000  barrels,  including 
wheat  reduced  to  Hour ;  while  there  are  also  larger  exports  ol'  grain  by 
tlie  Pennsylvania  and  Ohio  conal,  and  from  various  small  ports  on  the 
Ohio  river.  The  total  exj)orl  of  wheat  may  therelbn'  be  sit  down  as 
ecjuivalent  to  tilteen  millions  of  bushels,  or  to  three  millions  ot"  barrels 
ot"  Hour.  In  the  years  1850  and  1851,  the  wheat  crop  of  Ohio  was 
e{|ual,  in  the  aggregate,  to  (i5,000,000  bushels.     The  consunn)tion  of 


two  mnlions  ol  |)eople,  at  seven  bushels  each,  is  lourteen  mi 


ill 


ions  per 


annum. 


VVel 


lave 


lien. 


as  the  result  of  these  two  years 


Consumption 28,000,000  bnshel.s 

Exported 30,000,000       " 

Stock  on  hand 7,000,000       " 


Total 05,000,000 


It  is  possible  that  the  ()uanlity  consumed  may  exceed,  and  the  slock 
on  hand  fall  short  oi',  the  ligun.'s  assinnrd  ;  but  there  is  no  tune  when, 
with  an  average  cro])  ol  wheat  and  corn  in  Ohio,  there  is  nol  a  large 
surplus  on  hand  to  meet  tlu;  demands  olan  export  trade.  If  the  above 
export  ol"  flour  and  wheat  be  com|)ared  with  tlu>  results  of  our  exports 
to  fi)reign  eouiilries  in  1850,  it.  will  be  seen  that  the  Slate  ot"()lii()  alour 
exports  a  (|iianiity  t>\  wheal  and  flour eijual  to  double  the  whole  liireign 
export  of"  1850.  On  an  average  of  seasons,  Ohio  now  exports  an 
amount  nearly  etpjal  to  llie  entire  export  of"  the  United  Slates  ! 

The  Hour  exj)orled  by  the  lakes  is  l.'irgely  consumed  by  the  mauu- 
factuiing  population  of"  the  KasUMii  Stales,  the  amount  received  in  New 
England  from  the  West  being  about  equivalent  to  a  million  of"  barrels 
per  annum. 

Of  corn,  Ohio  probably  exports  five  millions  of  bushels,  and  of"  oats 
also  a  large  (luantity. 


0(1  into  the 
9  in  by  (ho 

colloc!  and 
r  consunip- 
r(M'-f!)ur(lis 
('(1  through 
lisiiinn,  nrr 

the  shores 

iiin  arc  cx- 

f  ih(>  pork, 

ill  he  seen 

lecti'd  with 

ilue  ol"  the 
'  exports  ot 
rels,  or,  re- 
:p(»rts  I'roin 
,  and  Ironi 
i,  inelu(lin<^ 
of  grain  by 
)orts  on  the 
j(  t  down  as 
s  of  barrels 
Ohio  was 
uniption  of 
Tiillions  per 

00  l)iishel>. 
100       " 
)00 

m 

id  thf  slock 
luju-  when, 
not  a  large 
f  IJU'  al)ovc 
our  exports 
"Ohio  aloiir 
liolc  t()ri'igii 

(wports  an 
|(-s! 

the  nianu- 
ived  in  New 
n  of  barn-Is 

md  ot"  oals 


COLOMAIi    AND    LAKE    TRADE. 


()33 


Of  animal  'provisions,  the  tiillowing  table  exhibits  a  general  sunnnary 


VIZ 


Pork,  of  all  dcscriptif 


K,  o 

Lard 
Lard  oil 
Beef  .  . 


( icscnpiKMis 300,t)00 

do 100,00() 

do 30,000 

do 50,000 


harn 

(I 


is. 


(1 


Considering  the  agrienltural  or  strictly  domestic  |)rodu(;e  of  Ohio  ex- 
ported as  a  whole,  the  annexed  table  very  nearly  exhil)its  the  entire 
exports  of  the  most  important  articles  ll)r  1851  : 

I'Monr,  and  wheat  reduced 3,000,000  barrels. 

Corn .'3,000,000  bushels. 

Small  orain 500,000     " 

Wool 7,000,000  pounds. 

Pork 300,000  barrels. 

Lard 100,000 

Lard  oil 30,000 

Beel" .00,000 

Cheese; 10,000,01)1 )  ])ounds. 

Tkilter 8,000,000     " 

Candle. 1,500,000     " 

Soap 300,000     '• 

Whiskey 300,000  barrels. 

The  market  value  of  the  above  articles  amounts,  in  round  luimbers, 
totwenty-fne  millions  of  dollars.  The  smaller  articles,  not  enumerated, 
would  bring  up  the  total  to  fidl  thirty  millions.  The  manufactures  of 
Cincinnati  and  other  towns  exported  to  t()reign  countries  may  be  set 
down  at  ten  millions  in  addition.  So  thatthe  ;iggregate  export  of  things 
produt'cd  wholly  within  the  State,  and  sold  abroad,  may  be  safely 
estimated  it  full  i()rty  uiiUions  per  aiunmi.  The  trade  of  a  State,  how- 
ever, consi,-i>  not  only  ii  its  own  produc(>,  but  likewiseof  all  the  articles 
imported,  niul  of  the  local  trade  from  port  to  port.  The  aggregate 
trade  of  the  various  towns  and  ports  of  Ohio,  import  ami  export, 
probal)ly  amounts  to  one  hundred  and  twenty  millions  per  aniun7i. 
Some  id(>a  of"  this  may  be  attained  by  consideration  of  the  li)llowing 
table  of  ex[)orts  in  the  most  material  ai tides  i()r  the  [)ort  of  Cinciimali  : 


^m 


;  i  I , 


u 


! 


Is  i 

■!  i 

iff 


i 


m 


^ 


i<     ' 


634  Andrews'   hei'dht  on 

Exports  (if  Cincinnati  for  1845  and  1800,  ulth  the.  ]>cr  rent,  of  incrcn$e. 


\u:h 


1850. 


Roof hnrrolii. . . 

Uuttor kcga 

CundloM buxoH  . . , . 

CheoRO boxes  .. . . 

CotTuo Macku  , . , . 

Flour barrolit. . . 

Iron toDM 

Iron |ii(>rPH  . . . 

I  j!i  rd I<(<);n 

I  in  rd  oil bnrrolH.  , . 

Pork barrrlH. . . 

I'urk  in  bulk imundH.  . . 

Soap boxoH  . .  . . 

Sui^ar bbd» 

Salt bnrri'lit. . , 

MorrhiindlHO imckiigoH. 

MercliandiHo lonH 

MolnKxuH tonR 

MnnulVictiiroH pifccri  .  . , 

Tulmrco IiIkIh 

Whiskoy  and  liquorH burrclii. , . 


i^H.-'ilO 

:j,7f)7 

47,. ');«!) 

i:i,(>:n 

11)1,7(1(1 

i,a;»H 

a,  937 

!.M8,75.S 

l,(i.')(l 

7i,(;;».'j 

i',708 


a,l()U 
!>,(I4G 
7,975 

;i.9.")0 

133,578 


:w,R7i 

.'1^,475 

u:i,4ia 

iaiJ,0()5 

.'<90,l3l 

9,"7(i 

l.V,»,.'l(;5 

•ay3,a45 

',)(!,  110 

2'J4,'i.')4 

4,7.'i;»,953 

ai..'')33 

13,000 

.1.'>,789 

:i4!MHI 

10,35(1 

^5.080 

22,103 

11,97S 

250,011 


Inurcam. 


7  per  ot. 

no     '< 


2,!MI0 

•  « 

140 

li 

2110 

<i 

100 

It 

800 

It 

.•JOO 

(t 

1,400 

tt 

2(H) 

It 

1,000 

It 

700 

II 

1,400 

It 

400 

II 

180 

If 

175 

II 

200 

,1 

90 

II 

I)t!crca«o. 


This  Ifihlo  (lomoiislrritcs  tliiit  llie  (-xport  trade  of  Cincinnati  has  in- 
creased inoro  than  two  hunched  per  cent,  in  the  last  five  years.  Its 
power  and  tendoicy  to  increase  no  less  r.-ipidly  for  many  yejirs  to  come 
is  undouhled.  There  are  many  smaller  artiel(\s  not  includetl  in  the 
above.  The  total  value  of  exports  from  Cincinnati  is  thi-refore  estitnated 
at  ahove  thirty  millions  of  dollars,  .and  tin."  aggregate  value  of  its  trade 
to  bo  sixty  iriillions  j)er  annum. 


mcrcase. 

Incrnam. 

7  per  nt. 

!»(l 

l« 

•i.ftdO 

II 

141) 

l« 

m) 

II 

KM) 

tl 

WOO 

It 

flOO 

*i 

1,400 

»i 

aoo 

li 

1,000 

l» 

700 

II 

1,400 

II 

400 

II 

180 

u 

n.-) 

*l 

200 

1 1 

90 

•  1 

nil  has  in- 
y'cars.  Its 
irs  tocoiiu; 
(l(;(l  in  the 
•cstiinalod 
A'  its  trade 


COLONIAL    AND    LAKB    TKADK. 


(i36 


or  the  exports  from  Ciiiciiiiiati,  a  larj>;(' pail  an;  maiml'aciiir'  d  articles, 
in  whieh  Cincinnati  exceeds,  Mn)p<»rtional»ly  to  its  population,  any  town 
of  the  United  States.  The  lialowiti^  tahh;  ot'  nianulaeiiires  in  '^iici'n- 
nali  ti)r  IHIO  and  Ih/iO,  with  their  increase  per  cent.,  will  sho\v  .«.  hat  ii 
mass  of  products  llitTe  mr.  there  whieh  alliird  a  surplus  '..■,  i.iher 
markets  : 


1.  ManiifiirturcD  of  iron,  viz: 

lioilnrN,   <<ii)(lii('M,    riiii('liiiii>ry,    Hiigar-nullN, 
((rutuN,  HtovuN,  riiilH,  Ike 

2.  Maniit'artiirnK  of  riotli  iiiul  I'lothiii),',  vi/,  : 

Iing$;iii(r,    Hl)(M!liii(r,    i'lutliiii(f,    liiilM,    capx, 

NllirtH,  llOllllfltN,  kc 

;).   Mamit'acturc*  of  Iciithrr,  viz  : 

Li'iillinr,  lioutH,  nIkk's,  Iioxp,  ImriiCHH,  &.c*. , . 

4.  Mi\imfarturrH  of  wocxi,  &c.,  viz  : 

Purriitiirv,  lioxt'H,  liliiuls,  liiicla'tH,  triinkH,  ro> 
frigoriitorH,  &(' 

5.  Mniiiifiictiiri'M  of  ffrflasc  and  oil,  viz  : 

Soap,  caiulit'H,  Htearino,  lanl  oil,  Kc 

(i.   Aiciilioi,  wilu'H,  roclifird  KpiritM,  iiv 

7.   MariiifarturrH  of  coppi-r  and  tin,  viz  : 

IIcIIh,  tiii-warc",  riippor-pjati's,  Stc 

H.   ManiitkrtiircN  of  aniriiai  nicalH,  viz  : 

liiM'f,  pork,  lianiM,  pjcldi'd  ini^utN,  iiio 

9.   ItookH  and  iiooV  puldicationH 

10.  (.'afH  and  carna^oH 

11.  Flour  and  frL'd 

1!J.   MiN('cllantM)nH  inainifacturoH,  viz  : 

Chrniicnis,    toliacco,    while    lead,    Rtcain- 
lioatx,  kii: • 


1H40. 


$1,28H,1<J<) 

l,940,4.'iO 
74H,()00 

937, 71.^ 

;i:.:<,9io 

1 4'),  0(10 

;ii;»,300 


IH.W. 


l:>7,000 
81(J,7(K) 


1,13H,300 


*5,.')47,900 

4, 427,. WO 
2,.')89.(iaO 

2.356.«90 

4, 54.'),  000 
4,191,'J:.'0 

.')ir»,000 


Inn 


.'»,  89,5, 000 

1,240, .'540 

:i.'i.'i,9:)7 

1,(J90.000 


2,4S8,000 


35, 7. '19,. 1.37 


:i:{0  per  ct. 

1.30       " 
250 

I.W       " 

1,300       " 
3,000 


200 

too 


220 


300  per  ft. 


The  ahove  classification  does  not  include  the  merely  mechanical 
work,  such  as  carpeiiterinju',  hricUlayinti;,  painting,  &c.,  where  the  r<'su!l 
is  wholly  local.  It  includ(\s  only  those  manufactures  of  which  part 
may  he  i'xporled. 

At  t'iniiiuiati,  the  destination  of  the  principal  articles  of  export  is 
as  follows  : 


t  New  t)rleans  and    Up-river  ports,  |  Northward, 
down-river  ports. ; 


Beef 

Corn 

Flour 

I.ard 

Pork  and  liaeon. 

Coffeo 

Su;rar 

MoluBMeN 


97  per  cent. 

I   1 

percent. 

•1 

po 

r  cent. 

9(i 

1 

3 

97 

» 

1 

H3 

;   >5 

9 

79        " 

iii 

.S 

32 

20 

48 

10 

30 

GO 

10 

50 

40 

.  r  i 


636 


ANDREWS      REPORT    ON 


t. 


This  tabic  demonstrates  that  of  tlie  produco  of  Ohio — beef,  pork, 
lard.  Hour,  and  corn — nearly  tiie  whole  quantity,  as  exported  from  Cin- 
einntUi,  goes  down  the  river  ;  a  small  portion  only  up  the  river  ;  and  but 
a  smrdl  fractic^nal  part  northward  by  canal  or  railway.  On  the  other 
hand,  coflee,  sugar,  and  molasses — productions  of  the  t>outh — tend 
northward.  Sugar  and  molasses  are  (;arried,  dirough  Chicinnati,  to  the 
borders  of  the  lakes  ;  while  coffee,  as  w^e  have  seen,  principally  im- 
ported I'rom  Boston,  Philadelphia,  and  Baltimore-,  iinds  its  way  by  th(; 
lakes  to  Cincinnati. 

The  result  of  tin;  tables  hereinbefore  adduced  is  iq  prove  that  the 
trade  of  the  Ohio  valley  originates  in  and  is  controlled  by  itself.  All 
the  produce  of  Ohio,  from  a  line  running  through  Piquii,  Newark, 
DiOsueii,  &c.,  tends  to  the  Ohio  valle}'.  All  the  tobacco,  hogs,  cattle, 
salt,  and  lumber  of  Kentucky  and  Virginia,  for  one  hundred  and  fift}^ 
miUiS  soulli  of  the  Ohio,  t(,'nd  to  the  Ohio  river,  and  by  that  route  mostly 
t'  Cincinnati.  All  the  produce,  of  wliatev(>r  kind,  concentrated  in  the 
Oiiio  valley,  looks  l()r  transport  to  the  Ohio  river,  instead  of  passing 
northward  by  canal  or  railway — in  tin;  ratio  of  ten  to  one.  Tiie  arti- 
cles of  sugar  and  molasses  will,  in  future,  be  supplied  to  Ohio  and  In- 
diana almost  exclusively  by  way  of  the  Ohio  river.  The  construction 
ot'  railroads,  by  facilitating  distribution,  is  augmenting  that  tendency, 
and  thence  the  business  ot'  distributing  in  Cincinnati  is  greatly  on  the 
increase.  For  the  same  reason,  mu'-h  of  the  coffee  which  has  hereto- 
fi:)re  been  bought  in  the  North  will  luMcafliM-  be  imported,  at  first  hands, 
from  Brazil  and  Cuba,  entered  at  the  port  of  Cincinnati,  and  distri- 
buteil  l)V  the  jobbing  houses  of  that  city. 

Cincinnati,  being  the  most  prominent  city  in  the  valley  of  the  Ohio, 
deserves  a  mort;  s])ecitic  notice. 


CINCINNATI,    OHIO. 


)> 


hi 


Thi>  is  the  largest  city  west  of"  the  Alleghanies,  and  is  situated  on 
the  northern  bank  of  tli(>  Ohio,  in  latitudes  39"  (>' 3tt"  north,  and  longi- 
tude 70''  'Z\' '2^>"  west  tiom  Washington.  Its  site  is  just  opjxjsite  the 
uioutli  of  the  Licking  river,  which  comes  into  the  Ohio  betW(  en  New- 
port ;ui<l  Covington,  Kentucky.  It  is  distant  iiom  New  Orleans  about 
1,4'')<>  miles  ;  from  I'ittsburg,  4^)^>  miles;  from  i^ouisville,  ]32  mih's  ; 
and  I'rom  the  niuutli  ol'  the  Ohio  about  .OOd  miles  by  the  course  ol  the 
rivers  ;  from  ]>altimore, /)0U  miles ;  from  Fliiladelphia,  (iOO,  and  from 
New  Vork,  0.')()  miles,  bv  {)()st-i'oule.  The  poj)ulation  in  lS(IOwas75() 
persons:  in  ISld.  2,'>1U  ;  in  1820,  !),(i02  ;  in  1830,21,831;  in  18-10, 
4(5,338;  ;uid  in  1850,  11(),I08.  This  exhibition  of  increase  in  popula- 
tion has  rarely  been  e(|ualled  bv  any  city  on  the  globe  ;  and  there  is 
very  little  doubt  tli;il  the  same,  or  a  greater  ratio  ot'  augmentation  will 
be  j)reserve(l  duiinif  the  j)reseiit  period  often  years,  to  elapse  previous 
to  18bO. 

The  munerous  railwavs  in  proei'ss  of  construction,  and  already  in 
operation,  which  will  be  tribut  arv  to  her  business,  nnist  have  a  very 
l)enelicial  and  prosperous  cHiwt  upon  her  growth.  The  Ohio  and  Mis- 
sissippi road,  which  will  coimect  her  with  St.  Louis,  the  luwt  great 
western  mart  in  point  of  size,  by  almost  an  air-line,  caiuiot  but  be  very 


CdLOMAIi    AND    LAKE    TRADE. 


♦;37 


advantageous  l(j  her  business  interests,  by  opening  to  her  trade  a  sec- 
tion of  country  which  has  heret.of()re  had  no  access  to  markrls  of"  snoh 
importance.^  as  tliese  two  cities. 

A  full  description  ol'this  and  all  other  railway  and  canal  routes  !<  ad- 
ing  to  or  from  Cincinnati  wilt  be  l!)und  in  another  part  ol"  tliis  rei>ort, 
devoted  especially  to  such  improvements. 

Th(?  commerce  of  Cincinnati,  as  has  been  seem  by  the  pnu-rdlng 
not(^s  on  Ohio  commerce,  and  will  be  more;  fully  illustrated  by  the  fol- 
lowing tables,  is  immense,  embracing  almost  every  variety  of  produc- 
tion and  manufactures.  The  river,  at  the  point  where  the  city  is  loc-at'd, 
is  about  six  hundred  yards  in  width,  and  its  mean  annual  range  from 
low  to  high  water  is  about  filly  feet.  In  the  midsummer  the  water  is 
sometimes  so  low  as  almost  to  prevent  the  navigation  of"  the  river  by 
steamers  above  the  city;  gtnierally,  how(>ver,  boats  of  light  draught  can 
proceed  to  I'ittsburg  without  much  dilHcully,  except  they  may  be 
prevented  a  'cw  weeks  in  midwinter  by  floating  ice. 

The  sui:ceeding  tables,  prepared    l)y  direction  of  the   Chamber  ot 
Commerce  of  Cincinnati,  exhibif    the  connnerce  of  the  ])orl  in  detail, 
giving  tin,'  (|u;intity  and  character  of  the  articles  entering  into  its  entn- 
position  during  the  |)eriod  of  fiv(>  yiiars  past. 

Imparts  into  Cincinnati,  from  a/l sintrrcs,  for  1847-'48.  L848-'49,  .1849-'-0U. 

1850-' .3J,  1851-' 52. 


Articles. 


;e  nicvious 


AppleH,  jjreoti... 
Hcff 


.bbla 


Jk't'f tierces . 

B:ii,'triiif,' jtiiu'cs. 

Uarluy Ixisl 

Hcaiis do . .  , 

iJiitter 1)1i1k., 

Hiilter Ucgs., 

liluuiiiH tons. 

Urnii,  6<e satks. 

Candles boxes. 

(.'urn Iiiisii. 

Cornineal do, . 

Ciller I)b!s. 

Cheese casks. 

CiiecHO boxes . 

Colton bales. 

Cutlee sacks . 

Codfish driuMs. 

Cooitera(.'e pieces. 

t-Ws boxes  and  bbls. 

Flour bbls. 

F'eatbers sacks . 

Fish bbls. 

Fish kits. 

Fruit,  dried.. bnsii. 

(Jreuse bbls. 

(iluss , boxes. 

Glassware jikgw 

Ileinp buiidlei  and  bales. 

Hides !)Ofo. 

Hides,  jfrcen lbs. , 

Hay bales. 


I(;5,r)-J8. 

CtJ-J;')' 
(i,40') 
VMi\ 
1,941 
l.TV 

a(ii,;n.'. 
ii;i,.'")4i> 

i(;4 

138,  HID 

i;«.47(i 

MI,'J4a 

.*iii; 

17:t,!t4(i 

4, ( >;}.'■) 

1,'-)1,;'.1H 

4,4(i7 

l'.l,'JI.'. 

J7,4(;4 

^'(),'-'8i; 

l.'i.di.'.'i 
li').34!» 
33,745 
10,829, 
8,036 


3,()(i7 

7,721 

7, 99!) 

9.513 

21,995 

414 

344,810 

5,504 

4,34U 

281 

143,205 

9,058 

74,9(11 

515 

147, .3.52 

4, .504 

447.844 

4,9((8 

18.14G 

1,059 

38,317 

878 

33,8b- 

19,209 

11,161 

23,7G(; 

22,774 

12,751 


0,445' 

801 

15 

.324 

137.925 

5.,50.5' 

3,074 

7,4871 

2,.545l 

49,075] 

718 

049,227! 

3,088 

4.53 

97 

165,940 

8,551 

07,170 

404 

201,711 

2,041 

231,8.5!t 

3,432 

14,.')27 

1,290 

11.802 

1,109 

34. IMS 

25,712 

12,002 

30,280 

14.181 

14.452 


31 ,037 

8.2.59 

11,043 

2.727 

.50,970 

097 

489,195 

5,508 

1.047 

74 

20:1,444 

7.168 

91.177 

441 

140.091 

5,950 

482,772 

2,858 

19,820 

2,094 

41,824 

870 

37,099 

28,019 

13,254 

H,132 

25,424 

12,691 


L^Sl-^W. 


71,182 

1,009 

1.145 

71 

-9.994 

14.1.37 

111,203 

13,720 

4,030 

131.014 

053 

0,13,788 

8,040 

874 

4C 

24|,7.'i3 

12.770 

95.732 

431 

135,118 

10.544 

511,042 

0,716 

20,076 

1,075 

24,847 

1 ,930 

44,00'( 

30,602 

18,334 

54,647 

.54,906 

9.27t 


bi 


\ll. 


h 


f  !i 


J .  .5..,, 


m 


638 


ANDREWS      REPORT    ON 

STATEMENT— Continued. 


Articles. 


Herring boxes. . 

Hogs Iicad. . 

Hops bales. . 

Iron  and  steel pieces. . 

Iron  and  steel bundles. , 

Iron  and  steel tons. . 

Load pigs. . 

Lard bbls. . 

Lard kegs, , 

Loathor bundles. . 

Lemons boxes. . 

Lime bbls. . 

Liquor hhds.  and  pipes. . 

Mercliandise  &,  sundries.  ...pkgs. . 
Mordiandise  &  sundries. . .  .tons. . 

Molasses bbls. . 

Malt bush. . 

Nails kegs. . 

Oil bbls.. 

Oranges bo.\>'« . . 

Oakum i)ales   . 

Oats bush. . 

Oil  cake lbs.  . 

Pork  and  l)a('()n hhds. . 

I'ork  and  i)acon tierces. . 

I'ork  ami  l)acon bbls. . 

Fork,  in  bulk lbs. . 

Potatoes bbls . . 

Pur  nielal tons. . 


18-17-'48. 


Pimento  is.  pepper bags. . 

Rye. bush.  . 

RoHin,  K.I- i)bls. . 

Raisins boxes.  . 

Rope,  twine,  tic pkgs.  . 

Hii'«' tierces.  . 

Sugar hlids. . 

Suirar !)!>ls.  . 

Sugar boxes.  . 

See.!,  llax bbls.  . 

.''ecd,  gr.iss lo. .  . 

.Seed,  licinj) do. .  . 

Halt ...  sacks. . 

Salt bbls.. 

Shot kegs..! 

Tea nkirs.  .1 

Tobacco hhds, . 

Tobacco bales.  . 

Tobacco boxes  and  kegs. .' 

Tallow bbls..i 

VVinoH bbls  and  c|r.  casks.  .1 

Wines baskets  and  boxes. . 

Wheat bush. .' 

Wool bales.. 

Whiskey blils.  .' 

Yarn,  cotton pkiis.  .', 

Yarn,  cotton bales. . 


1848-'49. 


4,191 

4!),«47 

(j4r) 

I'JT.liiO 

34,213 

827 

3i),(i()7 

37,i)78 

41,714 

(!,.'}7i) 

3,068 

G3,3fi4 

3,11.') 

381,. '537 

7,308 

51,001 

7,'.)y!t 

51t,983| 

(),(ilH 

.'■>,()07 

1 ,4SG; 

l'.)4,r).")7! 

2,H22,71»3! 

4,420i 

]40i 

(■>'.), s2f^: 

!).(J43,()t;3' 

22,43!), 

21,14.-)' 

3,4.'-.-); 

24,33(1' 

II, litis; 

22,7!l/il 

-.r^Oli 

2.4!I4 
27,1. 53 
11,17.'-)! 

2,!)2>i 
.32, (Mid 

4,!)(ifl 
214 

t;.-.,2ti.'i 

114,722 
Mil!) 

2,;i3i 
4,or)i 

1 ,22!t 
I  4, HI.'-, 
2,473 
2,2.'')1 
2  272 

.'i7o!si.3 
I, '.1 43 

1711.  }:t( 
(i,403 

2HS,0i).'-) 


2,960 

52,176 

238 

187,864 

29,889 

1,768 
45,.'544 
28,514 
48,187 

(i,975 

4,181 
61,278 

4,476 
68,582 
837 
.52,.591 
29,910 
55,893 

7,427 

4,317 

1,423 

l.s5,723 

1,767.421 

6,178 

4I>5 

44,267 

9,249,3S0 

17,269 

15,612 

1,2.57 
22,23.3 

.3,29.' 
14,927 

3,;'..'>0 

3,:'65 
22,6H5 

7, .575 

1,847 
22,^59 

5.92H 

510 

76,9N5 

76,49t; 

7.412 
3,471 
1,311 
12,46:i 
1  ,M29 
2,6^3 
2.101 

385, :WM 
1,6M6 

165.419 
5,56; 

262,^93 


1849- '50. 


1850-'51. 


3,546 

60,902 

799 

186,832 

.55,168 

2,019 

49,197 

34,173 

63,327 

9,620 

4,183 

56,482 

5,802 

308,523 

4,540 

54,003 

41,982 

83,073| 

5,049 

6,819 

1,7991 

191,9241 

27,8701 

7,5641 

2,358! 

43,227 

13,257,560| 

3,898i 

17,21 1| 

2,55Si 

•J3,397i 

12.349' 

1 1 ,936. 

3,061 

3,556; 

2(;,76o; 

13,00.5' 

2,467 

15„57(»; 

4,432! 

314 

1I0.6.5()| 

114.1071 

l,447i 

9,H02 

3,213 

887 

17,772 

1,22.5; 

6,874' 

4,29fi| 

322,6991 

1,277; 

186,6781 

3,494; 

174,88.5! 


1851- '52. 


3,832 

111,485 

756 

225,039 

66,809 

2,570 

59,413 

36,848 

31,087 

10,399 

3,377 

57,537 

1,465 

175,138 

3,370 

61,490 

21,356 

83,761 

6,764 

9,302 

1 ,7.39 

164,2.38 

194,000 

6,277 

1,183 

31, .59 

14,631, .330 

19,649 

16,110 

2,027 

44,308 

12,511 

15,648 

2,007! 

4,783 

29,808 

H,.5H1 

3,612 

20,319 

4,104; 

68i 

.50,474 

79,358 

1 ,567 

7,H21 

3.701 

1,697 

19,945 

3,6H2 

3,401 

5,060 

.388,660 

l,h66 

244,014 

5„577 

124, .591 


.5,149 
160,684 

1,591 
194,107 
54,078 
10,111 
54,733 
36,047 
32,283 
11,384 

4,434 
'^4,817 

3,162 
458,703 

1,958 
93,132 
.33,220 
64,189 

8,305 

4, .547 

1,843 

197,^^68 

247,400 

10,333 

1,987 

22,.501 

16,5.32,M84 

20,7.39 

22,605 

1 ,425 
.53,317 
14,184 
28,417 

3,203 

3,782 
.39,224 
15,237 

2.2.59 
4H.074 
10,819 
301 
91,312 
5h,(i>J() 

1,68S 
12,sili 
11,410 

1 ,9!t(; 

23.0011 
5,9.31) 
4M2 
H,322 

377.037 
4.562 

272.7SS 

10,836 
167,002 


*^It  will  !)('  ohscrvcd  tli;il  I  lie  ;itticl«\s  (Miiinioriit<Ml  in  ♦H"  t<)r(.' going 
tal)I('  cnrnprisc  ilic  whole  iinpititiitioiis  iiilo  Cincinnati,  v  !,  ■  i,(.«r  IrDni 
11))  llic  river,  down  Uk;  river,  l)V  eiiiiil  or  railway,  hy  laiu,  or  water. 

The  value  olllie.si!  iii)[)'irl.s,  iiide[)<'ndent  ol  the  iletn  of  nierelia  ridise 
.•ind  .'^undrie.^,  wa.s  e'sliinalcd  f()r  the  y«':ii'  ending  Augudl  31,  185  2,  a 


1851-'52. 


!32 
185 
f56 
)39 

3UI)| 

570 
413 

848' 
087 

:m 

377 
537 
465 
,138 
,370 
,490 
,350 
,761 
,764 
,302 
,73!) 
.238 
,1)00 
1,277 
.183 
1,505 
1,3301 

),(;49 

^,110 
!,027 
1,308 
>,511 

,t;48 

,(!( 

K\ 
HOH 
.HI 
,012 
,319j 
,104; 
68i 
1,474 
,358 
;it;7 
-Jll 
,701 
,0071 
,945 

,,(is2; 

,4011 

,(ii;o 

,660 

,h6(; 

,014 

^)77 

591 


5,149 
160,684 
1,591 
194,107 
54,078 
10,111 
54,733 
36,047 
32,283 
11,384 
4,434 
'^4,817 
3,163 
458,703 
1,958 
93,132 
33,220 
64,189 
8,305 
4,547 
1,843 
197,H68 
247,400 
10,333 
1,987 
22,501 
16,532,HS4 
20,739 
22,605 
1,425 
58,317 
11,184 
28,417 
3,203 
3,782 
3H,224 
15,237 
2,259 
48,074 
10,H19 
301 
91,312 
5H,()20 
1 ,68S 
12,^111 
11,410 
1 ,991! 
23,"K)lt 
5,930 
4,4>12 
H,322 
377,037 
4,562 
272,7SH 
l(i,K)(i 
167,002 


t!v^  foregoing 


t 


cr 


troni 


or  \viit(M". 


II 


Kircliii  ndisL' 
31,  185  2,  a 


COLONIAL    AND    LAKE    TRADE. 


639 


the  sum  of  $24,715,331.  Estimating  merchcmdise  upon  the  basis  of 
valuation  used  in  the  Miami  and  oilier  districts  on  the  hikes,  would  give 
a  farther  amount  of  $32,140,400 — making  the  uggregiite  import  com- 
merce amount  to  $56,801,731. 

Statement  of  the  principal  articles  of  export  from  Cincinnati  hy  all  land  and 
UHiter  rovtes  for  the  years  1847-'48,  1848-'49,  1849-'50,  1850-'51, 
1851-'52. 


Articles. 


1847- '48.  :  1848- '49.  i  1849- '50.  \  1850- '51. 


Apples,  green bbls. . 

Alculiol ilo . . . 

Ik-cf do . . . 

Ueef. Uerceri. . 

licaiis bblH. . 

Hrouins iluzeii. . 

lliiUt-r l)bls.  , 

nutter kegs.  , 

ISran,  &(' sackH, , 

Hanging |)ieceH.  . 

Corn sacks. . 

Corn-iiU!al bbl.^. , 

('beeao casko. , 

C!lu!oso boxes. 

Camlles (b>.. 

Cattle bead. 

Cotton 

Cortee 


.bale 


(\)0|)erarri' piei'es 

bbls 


Flour 

Keatbers ..  . 
Kriiit,  dried 
(Ireaso  .... 


,  . .  .do. 
.  .sacks 
i)usbe!e 


(Jrass  seed 
Horses.  .  .  . 
II 


.  .l)bls. 
.  .b.vd. 


av. 


Ilciii|)    io. .  . 

Hides ll's... 

Ilid.s No.. 

Iron pieces.  . 

Iron liundlcs.  . 

Iron tons. . 

I.ard bbls,. 

Lard ^  i's. . 

I.ard  oils bbls. , 


1 

Mo 
t)i! 
( 


inse 


■d, 


)ats 


.do. .  .| 
.tons. . 
^.'ks. . 


I'otatoes I>l)ls.  . 

I'ork  anil  1-acou blids.  . 

I'ork  and  bacon tierces,  . 

I'ork  and  ba<'on bbls   .' 

I'ork,  in  bulk lbs. . 

Turk boxes. .: 

K(.()(>,  ..^c I)kgs,  . 

Soap tioxes,  . 


Sli, 


.1.. 


Sugar bbds, 

SaU bbls. 


Salt 

."^eed,  (lav 

Mcrebiindise.  . , 
Murelmndisu  , . 


1851-'52. 


.sacks,  . 
..bbls,,: 
.pkgs..' 
.  .tuns. .. 


8,512 

5,824 

3,519 

8,064 

7.223 

1,771 

3,022 

3,302 

5,038 

i,607 

14,«ll 

12,523 

7,. 558 

19,!)37 

20,015 

3,615 

9,  ,3.32 

6,625 

9,356 

9.023 

1,097 

1,680 

2,469  ; 

1,832 

i,611 

.i,760 

3,3.33 

7,355 

8,735 

7,934 

2,937 

1.272 

964  ' 

3,258 

3,006 

28,315  , 

24,. 398 

24,393 

36,185 

31,. 395 

3,761 

233 

4,322  ' 

5,789 

10,543 

12,6,32 

15,910 

9,353 

8,212 

12,918 

53.021 

7,176 

57,248 

20,137 

51,231 

19,!)9!) 

3,(160 

1,179 

2,148 

928 

30 

121 

106  ■■ 

25 

71 

59,374 

55,134 

86,902 

121,7.')5 

1,50,689 

29,189 

3^,640 

67.447 

113,412 

121,727 

733 

97 

30  i 

440 

1,840 

C.123 

4,009 

1,896 

5,132 

8,810 

18, -,81 

18,909 

22,030  , 

.38,1.58 

43,654 

36,924 

.55,617 

73,637 

63.804 

64,279 

9,450 

5,229 

4,246  , 

7,258 

9,160 

201,011 

267,420 

98,!)08 

390,131 

408,211 

3.736 

3.1^24 

5,. 380 

4,095 

7,876 

5,074 

8,317 

1,850  ; 

17,480 

6,413 

4,268 

6,922 

,    7,597 

4,426 

4,732 

2,431 

2.387 

2,. 528 

2,8.30 

7.587 

1,268 

378 

468 

59!) 

944 

94 

1,040 

564 

638 

554 

5.G.59 

2,198 

1.164 

3.112 

3.616 

■;j.8f<o 

73,209 

(;2,865 

48,07!) 

142,823 

9,024 

7,731 

11,225 

12,459 

31,775 

127,193 

43,025 

54,075 

108.2.55 

172,409 

17,3,'.l 

7,0sl 

3(;,245 

44.110 

36,368 

(5.  ok; 

6,270 

5,7(i7 

9.776 

11,. 329 

81,679 

:)7.,5-,'l 

3S,11V2 

.•10,391 

47.862 

20^,696 

l.'tO,.")09 

170,167 

71,300 

115,845 

8.27; 

9,5.')0 

16,9.^4 

26.110 

24,830 

3,H78 

3.020 

4,879 

7,^81 

9,377 

18,322 

i;.7.'>0 

25,878 

25,0!)0 

48,866 

4,397 

2.274 

743 

963 

1.601 

41,675 

212 

5.023 

11,707 

2,718 

15,687 

7,073 

5,2>3 

19,823 

23,844 

37.162  ' 

39,471 

23,52!) 

,30,220 

43,933 

8,862 

10,93( 

22,477 

20,762 

34,398 

196,186 

186,19:. 

193.581 

122,086 

131,. 560 

13.448 

2,974 

3,912,943 

7.59,188  , 

924, 25t 

2,310,699 

4, 7. -.3, 953 

2,372 

.^,556 

4.36! 

3,451 

6,272 

9,365 

11.095  , 

11.30; 

17,443 

31,. 5.53 

28,033 

1  400 

52t. 
8,44,'' 

460 
13,000 

45 

11,. 5.59  ' 

9.650 

20,360 

39.656 

39,99( 

2!).  509 

28,585 

27,022 

5,057  ! 

5,40; 

'    8,. 301 

1   7,144 

16,314 

2,785 

80.- 

j     33.3 

443 

3,. 520 

341,363 

210,04! 

j  615.641 

'  349,181 

656,793 

16,848 

21,461 

11,109 

10,350 

11,241 

C40 


ANDREWS     REPORT    ON 

STATEMENT— Continued. 


Articles. 


Liquors bbls. 

Manufactures pieces. 

Produce plugs'  ■ 

Starcli boxes . 

Tallow bbls. 

Tobacco itegs  and  boxes. 

Tobacco iilids . 

Tobacco bales. 

Vinegar bbls. 

Wliiskoy l)bls. 

Wool bales . 

Wool lbs. 

Wliite  lead K-ir^. 

Pieces  of  castiui^s .No. . 

Pieces  ot'castiiiffs tons. 


1847- '48. 


.1848-'49. 


i),;}fi4 
4-2,412 

as, 822 
8,177 
r>,G82 

9,;i5a 
;<,8]2 

123 
2,753 

18(i.50!) 
2,2!)8 
7.037 


10,913 

n 1,904 

17,U09 

7,904 

4,97;") 

7,497 

3,309 

12() 

1,288 

13G,911 

1,109 

io.2;io 


1849- '50. 


1850- '51    I  1851-7)2. 


11,798 

.")(), 810 

10:.327 

9,491 

4,311 

(),905 

4,847 

77 

2,404 

179..'i40  I 

2.l,")l)  , 

1();H41  ] 

40,294  ! 

2,385 


I 


19,297 
22,103 
13,9.')8 
14,109 

5,927 
18,345 

2,856 
160 

3,7.56 
231,. 124 

2,725 

4.836 
.50,857 
■36,266 

1,121 


49,348 
66.200 
42,3.33 
18,293 

3,039 

24,761 

10,821 

629 

5,965 
276,124 

3,404 

2,972 
65.514 
.'(3,942 

1,629 


A  oiiiiicf  ;it  the  tiil)I(>  ol"  exports  will  .^nt,i,-<ty  llic  ()l).^('ivcr  that  the 
exj)orls  air  otlhc^  same  artieles  as  ihc  imports,  and  that  the  major  part 
of  the  properly  here  noted  is  merely  in  (ra/mtu,  passiii,£>;  through  the 
eommert'ial  hou.^e.s  of  Ciiieiniiati  on  its  way  to  a  northern  or  southern 
destination. 

Many  articles,  it  will  also  be  observed,  ar(>  much  modified  in  their 
shape  during  their  stay — such  as  pork,  lard,  whiskey,  tallow,  &c. 
These  tables  possess  much  interi\st,  as  showing  the  ecturse  ot"  trade  at 
this  j)oiiit,  as  well  as  exhil-.itiiig  its  nature  and  i-haracter  more  t'ully 
tlian  can  bi'  olIicTwise  done. 


'  f 


;.'f 


;M 


PITT.SBI'UG,    PENNSYLVANIA. 

The  city  ot"  Pittsburg  is  situated  in  the  western  part  of'  Pennsylva- 
nia, at  the  lieail  ol" navigation  on  the  ()hio  river,  which  is  t<)inie(l  at  that 
point  by  the  union  ol"  the  waters  of"  the  Alleghany  and  Monongahela. 
ltisin"42o  30'  north  latitude,  and  8(P  2'  west  longitude ;  230  mihs 
from  lialliniore,  and  21)7  t"roni  Philadelphia;  200  mil«'s  from  Ilarris- 
burg,  and  22(i  from  Washington.  It  had  a  population,  with  its  suburbs, 
in  1800,  ol"  1,.%.';  persons,  and  in  1850,  of  about  8;3,000.  The  enu- 
meration of  the  inhabitants  of  llie  eitv  proper  was,  in  1810,  4,708;  in 
1820,7,248;  in  1830,  12,542;  in  1840,  21,115;  and  in  1850,  with 
its  suburbs,  83,000.  This  number  ii)r  1850  includes  Alleghany  I'ity,  of 
upwards  of"  20,000  inhabitants,  and  some  smaller  places  in  the  vicinity. 
Alleghany  county,  of  which  Pittsburg  is  the  princij)al  town,  had  a  popu- 
lation, in"  1850,  (")f  138,008,  having  gained,  sinc<'  IvS-lO,  nearly  57,000. 
In  this  county  a  larger  capital  is  investcil  in  iron  manufactures  than  in 
atjy  other  county  in  the  Stale,  which  is  pretty  good  eviiienc«'  that,  at 
present  at  least,  it  ofier.s  greater  inducements  to  that  branch  of  industry 
than  any  other  ])oint.  Except  at  short  periods  of  very  dry  seasons,  the 
Ohio  is  navigable  to  Pittsburg  by  boats  of  light  draught,  it  is  not, 
ht)wevi'r,  navigable  for  boats  of  llie  largest  class  during  any  consiiler- 
able   portion  of"  the   .reason.     When  the    tspring  freshets  occur     llier« 


COLONIAL  AND  LAKE  TRADE. 


641 


I      1851-'52. 

)7 

49,348 

)3 

(16,200 

i8           42,333 

1)9           18,293 

27             3,039 

J."-.           24,761 

56  !         10,H21 

60                629 

.i6             .■.,965 

24         276; 124 

25             3,404 

36             2,972 

57           65.514 

66           .''3,942 

21             1,029 

i 

vcr  Uiat  the 

•  miijoi'  l>i»rt 

through  ihc 

or  .soullicrn 

ilicd  in  their 

lallow,  &c. 

r  ot'  Iratle  al 

h 

iiKni-  hilly 

IV'iinsylva- 
tiu'd  at  that 
oiKingiihela. 
;  '230  miles 
roin  Harris- 
i  its  suhurhs, 
The  enu- 
0,  4,708;  hi 
I   IS'MI,  with 
zhauy  eity,i»t 
1  thc'vicinity. 
had  a  popu- 
larly rr/,ii(»o. 

lures  than  in 
lt>ue<   thai,  at 

i  ol"  industry 
,'  st'asons,  the 
it.  It  is  mil, 
anv  consider- 

oceur     lher« 


is  deep  water ;  but  the  boats  built  at  Pittsburg  arc  adapted  to  the 
lowest  possible  draught,  so  that  they  may  trfuisact  business  nearly  the 
whole  year..    At  times,  in  severe  winters,  there  is  sufficient  floating  ice 
in  the  upper  Ohio  to  impede  navigation  tor  a  tew  days.     The  principal 
harbor  is  furnished  by  the  Monongahela  river,  which  has  a  better  depth 
of  water  than  the  Alleghany.     The  city  lies  chiefly  lictween  the  two. 
It  has  rather  a  pleasant  site,  and  is  surrounded  with  hills  of  bituminous 
coal,  which  can  be  (juarried  and  delivered  in  the  city  at  a  trifling  ex- 
pense.    It  is  to  this  tact,  and  the  close  proximity  of  good  iron  ores,  that 
Phtsburg  owes  her  great  growth  in  manufiictures.     Pittsburg  is  the 
great  cntrciwt  of  western  Pennsylvania,  from  the  Ohio  and  Missisippi 
basin  and  from  the  lakes.     The  Oiiio  river  gives  her  an  eligible  con- 
nexion with  the  first,   and  its  trade ;  while  the  Beaver  and  Erie  and 
Ohio  canals  give  her  access  to  the  latter;  and  the  Pennsylvania  canal 
from  Johnstown,  gives  her  the  command  of  the  principal  portion  of  the 
trade  of  the  State  W(.'6t  of  the  Alleghanies.     Besides  these  connexions, 
however,  Pittsburg  is  about  to  reap  great  benefits  from  numerous  rail- 
way projects,   whicli  will  soon  be  in  operation  in  various  portions  of 
western  Pennsylvania.     These  are  spoken  of  pretty  fully  in  another 
department  of  this  report,  and  it  is  theret()re  unnecessary  to  describe 
them   under  this    head.      One  of   the    most   important   of  all   these 
projects  is  the  Pittsburg  and  Olean  railway,  which  will  pass  through 
some  of  the  best  agricultural  counties  in  the  tState,  but  which  heretofore 
have  not  had  access  to  a  market,  sufliciently  expeditious  to  develop  their 
rich  and  varied  resources.     To  connect  with  the  route  just  mentioned, 
a  road  is  about  to  be   built  irom  Buflido,  at  the  t()ot  of  Lake  Erie,  to 
Olean.     This  ro;id  will  coniu^et  the  western  termini  of  the  Pennsylva- 
nia canals  with  the  western  termini  oIUk;  New  York  canals,  and  the  head 
of  ( >hio  navigation  with  the  great  lake  port  at  the  eastern  terminus  of  navi- 
gation on  Lake  Eric.  JjulJido  will  have  access  also  to  the  coal  and  iron  of 
Pittsburg  and  other  j)orlious  of  I'ennsylvania  by  a  direct  route,  and  by 
a  mode,  loo,  which  enjoys  superior  advantages  over  all  others  in  carry- 
ing coal.    IJailway  iratrks  may  be  laid  direct  from  the  city  to  the  mine, 
and  tbllou   up  the  (juarrv  iiideruiitely,  perhaps,  so  that  b}'  such  a  mode 
no  transhipment  or  cartage  is  reijuired;  but,  with  water  counuunicalion, 
it  cannot  be  done  so  <'asily.     There,  coal  must  be  carted  from  mine  to 
boat,  anil   when   arrived   at  the   place  of  d(!Slination,  instead  of  being 
(hiniped  right  li'oni  the  ears  into  the  coal-yard,  as  upon  railways,  it  nmst 
he  raised  out  of  boats  and  carted  away  lo  the  yard.     IVrhaps  coal  and 
other  minerals  or  ores  are  the  only  kind  of  heavy  articles  of  which  it  can 
be  said,  with  truth,  that  they  may  be  transported  more  cheaply  by  rail- 
way than  by  water.     The  manutiictures  and  conitnercc*  of  Pittsburg  are 
immense;  but  no  returns,  latir  than  those  of  the  census  of  .1850,  are  at 
hand,  by  which  lo  (  xhibit  the  exact  value  of  the  i()rmer,  and  the  com- 
mercial returns   are  bill  iiiditlerently  kept  at  any  time.     Below,   such 
aulheutii;  data  are  j)resented  as  could  be  jirocuied  indicative  of  the  cha- 
racter and  extent  of  each. 

In  18-10  ther(>  were  in  operation  iu   Pittsburg  and  Alleghany  city 
thirty-two  furnae(\s  and  titrges,  with  a  capital  of  81,437,000;  the  total 
capital  employeil  in  manufactures  was  slated  al  !i?'2, 784,594.     The  tou- 
nauo  of  the  port,  in  1840,  was  estimated  at  12,000  tons. 
41 


T" 


i;-    .;, 


■< 


642 


ANDREWS     REPORT    ON 


In  1850,  according  to  tho  returns  of  the  United  States  census,  Alliv 
ghnny  county  had  tnanufnctures  of  all  kinds  employing  capital,  iind 
yielding  annual  products  ;is  tollows  : 


n, 


Vi 


I. 


PittsbiiriT 

Allogliaiiy  city, . . . 
Allogliany  coimty. 

Tutiil , 


No.  of 

inanufaR- 

tories. 


81i) 
.•)3S 


1,'-H>1 


Cnpitnl  in-  i  Value  of  ma-' Hands  om- 
vosled.      j       terial.       j    ployed. 


J.'j,  1)44, 383  i  iJ.'i,(J77,89() 
l,4()i).7i)()  ,  l.l.'iGjOlH 
3,441,7i21  ,    2,590,498 


8,43G 
1,817 

4,4(10 


10,855,844  1    9,424,400 


14,053 


Value  of  iin- 
iiuul  jirudui't. 


5^10,038,721 
1,844,700 

4,80rj.(i05 


lG,G^t;.()32 


The  great  i)ulk  of  the  abov<^  aggregate  of  niNirly  seventeen  million 
dolhn's  of  the  product  of  industry  is  made  up  of  niMuufiictures  of  various 
kinds  of  iron,  steel,  nails,  gfi.--,  cotton,  clothing,  hoots  ;uid  shoes.  c;d)i- 
net*-warc,  whiskey,  flour  'niil  provision-[)itcking.  iron,  of  course,  tnkes 
the  lead,  and  enters  into  almost  all  kinds  of  manufactures  to  a  gnan-r 
or  less  degree. 

It  is  prop(!r  to  remark  here,  that  liltie  reliance  is  to  hephiced  upon  th(^ 
accuracy  of  census  niurns,  generally,  in  ni.itlers  of  husiness  which  re- 
late to  the  actual  substance  of  men  so  intimately  as  the  above  queries 
indicate.  Various  motivi's  instigate  diflerent  jiersnns  to  give  ri'plies 
susceptible  of  constructions  very  wide  of  the  mark  aimed  at  by  the 
goveriunent — sometimes  above,  perhaps,  l)ut  g-  nerally  very  far  below 
the  real  vrdue  f)f  the  pro[)erty  or  business  undergoing  invesiigaiioii. 
Business  men  an;  [)roverbially  jerdous  of  all  intermeddling  in  their  at- 
fairs;  and  so,  how(!ver  good  the  object  of  the  medtller  may  be,  or  how 
innocent  soever  the  instrument  employt d,  the  replies  are  usuallv  ro 
coloicd,  as  it  is  supi)osed  will  best  subserve  the  interests  of  their  maker. 
Hence,  such  returns  should  be  used  under  a  lull  view  of  the  circum- 
stances and  with  many  grains  of  allowance.  In  the  cn.«!e  of  Pittsburu 
and  vicinity,  all  conunercial  returns,  lately  compiled,  present  very  dil- 
ierent  results  from  those  of  the  census.  That  city  is  well  known  to  i)e 
one  of  the  most  prominent  in  all  the;  western  valleys  lltr  the  coustruclinu 
of  steamers — both  of  wood  and  iron — an  interest  which  does  not  tiilly 
appear  in  the  census  returns.  Jt  is  said  that  the  number  of  steamers 
built  at  this  plac(\  dining  a  series  of  years,  will  av(Mage  about  one  [h  y 
wcok.  Supposing  I'us  statement  to  i)e  correct,  and  that  tlu'  value  ol'tlie 
macliinery  and  join(!r-work  was  included  under  those  heads,  which  is 
liardly  probable,  there  is  still  the  cost  nf  mateiial  .and  lab(»r  required  to 
con.struct  fifty-two  hills,  unaccountJ'd  lor,  wliicli,  al  the  moderate  aver- 
age valuation  of  ten  thousand  dollars  each,  would  amount  to  five  hun- 
dred and  twenty  thousatid  dollars. 

This  is  l)ut  a  single  item;  and  it  is  not  ;it  all  improhal)le  that  many 
more  might  be  eiied,  less  imj>ortanl  to  be  sure,  but  still  capable  ol 
adding  their  quota  to  the  gerv  ral  aggregate.  In  western  IVnnsvlvafna — 
lixni  is,  in  the  twenty-two  couiities  west  ot  the  Alleghanies — there  were 
diffJ'rent  varieties  of  iron  woi  ks  in  thirteen  of  the  counties,  i<)  thi"  miin- 
ber  of  on(;  hundred  and  f»»rty,  inv.-4vin^  ihc  iuvestmt  at  of ''i?G,887,''37(>. 


COLONIAL   AND    LAKE    TRADE. 


043 


■nsiis,  Allo- 
:npital,  iiiul 


The 


(I,  ill  fact,  almost  the  only  accessil)U 


Valiio  iif  !in- 
iiiial  inodiirt. 


$10,03S,7',>1 

4,H()ri.(10r> 


1G,GS;,()3:2 


iteeii  million 
I's  of  various 

shoe.-,  fiihi- 
;ourse,  takes 

to  a  greater 

ced  uj)()n  the 
'ss  whieli  re- 
bove  (|ueries 
i  give  rt'jilii's 
leil  at  l)y  the 
ry  I'ar  below 
nvestigalioii. 
,'  in  their  al- 
V  be,  or  how 
(',   usually  so 
their  maker, 
the  eireuni- 
of  Pitt.sburu 
cat  very  d it- 
known  to  he 
construeli"!! 
oes  not  tiilly 
of  steamers 
)out  one  [»( r 
value  of  the 
ids,  wliieh  is 
r  recjuired  te 
xlerate  aver- 
to  five  hiin- 

(•  that  many 
1  (  apable  e! 
iiiisvlvaiiia — 
—  there  were 
,  to  the  niHU- 
•.«!G,887,.'37(). 


principal,  and,  m  lact,  almost  tiie  only  accessii)ie  market  !(«•  the 
products  oilhis  immense  capital,  is  Pittsburc?.  During  late  years,  it  is 
well  known  many  of  them  have  rem;iineil  idle,  owing  to  the  low,  un- 
romunerating  prices  of  iron.  But  the  latt;  advance  of  prices  in  Kurope, 
and  the  ])rcsent  high  rates,  are  stimulating  this  important  interest,  and, 
inviting  capital,  ;ind  labor  to  engage  in  it,  with  gof)(l  prosj)ecls  of  an 
adequate  reward.  I'ittsburg  must,  theref()re,  soon  reap  a  rich  harvest 
in  the  augmentation  of  her  traffic  from  this  source.  Pittsburg,  how(!ver, 
is  not  entirely  dependent  on  the  suburban  counties  fJjr  her  iron  manu- 
factures. There  are  in  the  city  lifleen  rolling-mills,  having  a  capacity 
for  making  49,200  tons  of  bar,  rod,  hoop,  sheet,  and  boiler  iron,  nails 
and  spikes,  and  bar  and  sheet  steel,  annuall3^  Of  the  above  fifteen 
works,  six  are  employed  in  the  conversion  of  steel;  of  which  they  made, 
in  1850,  (),078  tons.  In  the  same  works  there  were  205  nail  machines, 
capable  of  turning  out  1,000  kegs  of  100  lbs.  each,  or  an  aggregate  of 
10,250  tons.  The  aggregate  value  of  the  })roducts  of  these  fifteen 
works  is  estimated  at  83,425,000. 

The  ])ig-ir()n  consumed  in  these  ;nid  similar  manuliictories  is  supplied 
by  the  f()undries  located  U|)on  the  several  rivers  which  communicate 
with  the  mountainous  distric:ts.  'I'he  ore  is  principally  furnished  to  the 
t()undries  by  the  neighboring  tiuniers  during  the  winter  season,  when 
their  labors  are  not  re(|uired  in  agricultural  occupations.  Digging  the 
or<',  and  delivering  it  to  the  furnaet\s,  fi-Uing  trees,  anil  converting  the 
wofxl  (which  is  luilit  to  transl<)rm  into  lumber)  into  charcoal  for  the  use 
of  the  furnaces,  and  raising  [)roduee  ftjr  the  subsistence  of  the  hiborers 
employiul  in  the  manufacture  of  iron,  afiord  abundant  and  profitable 
employment  to  the  agriculturists  of  the  surrounding  country,  and  con- 
tribute largely  to  tlu'  tradi'  and  commerce  of  Pittsburg. 

The  manufacture  of'  glass  is  carried  on  by  thirty-lhn c  different  (es- 
tablishments in  this  city,  which  is  scarc(dy  less  notv-d  t<)r  {\iv  (juantity 
and  variety  of  this  article,  amuially  classed  among  its  exports,  than  for 
till'  larger  and  more  valuable  interest  just  described. 

These  remarks  are  intended  to  convey  some  idea  of  the  [)rincipal 
manufacluring,  and  consequent  I'ommereial,  interests  of  Pittsburg,  as 
now  in  progri'ss;  but  it  may  be  wi'll  to  add  that  tiiey  may  be  extended 
almost  indefinitely.  There  is  no  known  limit  to  tlieir  capacity,  or  to 
the  elements  necessary  t()r  their  augmentation.  Wootl,  coal,  ores,  and 
agricultural  resources,  all  abound  in  the  utmost  profusion,  and  at  the 
greatest  possible  convenience.  Ail  that  is  wanting  to  constitute  Pitts- 
bin-g  the  "Birmingham"  of  the  American  continent  is  labor. 

The  commercial  interests  ot' Pittsburg  are  hardly  less  important  than 
the  maiudlicturing.  The  enrolled  tonn;ige  of  the  port  in  1851  was  about 
17,000  tons,  consisting  of  112  steamers,  employing  officers  and  crews 
of  2,588  persons,  and  carrying  4()(),()6]  passengers.  Of  the  pro[)erty 
carried  on  the  river  steamers,  either  as  to  amount,  character,  or  ijuan- 
tity,  no  retains  an-  at  hand,  and  there  is  no  very  satisfiietory  mode  of 
ascertaining  its  value.  The  best  mode  of  ascertaining  its  character 
which  now  pr(>senls  itself  is  by  the  examination  of"  the  returns  of  the 
canal  commerce  of  Pittsburg,  as  made  to  the  commissioners  of  the  State 
works. 


644 


ANDREWS     REPORT    ON 


Comjxirativc  sfalement,  rxhibith)^  the  exports  hij  canal  of  somt:  of  the  leading 

nrlidcK  during  three  xeasons. 


ArticloH 


r 


Cotton Ibf). 

Meiiip (to. 

Tubacco,  uiiinanuiiu'tiired do. 

Grorf!ric'i< do. 

Hardware,  (cutlery do. 

Iron — pig do. 

ca8tin;rs do. 

l)l>ionit< do . 

Cast  Htuol do. 

Lead do. 


185i 


1847. 


Nails  and  spikes do. 

liui'on do. 

Beef  and  pork Iibln. 

Ituttcr Il>s. 

Flour bbl.M. 

Lard  and  lard  oil . .  -IbH. 

Tallow do. 


1,670 

I,  Kir. 

•20,490 

J,  7^4 

4:)3 

Hi,5.'i7 

()07 

411 

7,3li4 

.'■. 

3.03.') 

3!i .  5Hli 

10 

434 


,f>22 

0.^,7 
.91H 
,«70 
,G64) 
,r.72 
,  '.»!)."> 
,(!■,'() 
,430 
•  OOO 
.030 
.0114 

,;)07 

,4'.».> 


5.9'J.'(,0!I3 
865,509 


1,056,138 
3,311,61^ 

14,777.05!) 

1.97H,.>«;>> 

:i4G,W)7 

05,. M? 

2.".0,!>I(I 

13,H30 

.''>49.4I(; 

lf1ri,07^< 

51.700 

1-,>,713.4",>7 

41,-J'J5 

7!  7. 045 

•i97,!)40 

5,319,;»7h 

0:2,946 


184C. 


1.000,5)71 

1,'JH7,HH0 

:J4.090,74'i 

1.571,^89 

•J.39,353 

a, 075, 341 

333,702 
319,736 
3:25, 0«5 

H'J,7.3t2 
•J  1,00 1,236 

19,0::20 

800. 'J65 

150,412 

:2.929,'J.S0 

291,313 


Thi.^  nnd  the  (ollovirif,'  f.-ihlc.*  iiicliuio  tlic  nmnnnt  of  the  nrticlcs  spe- 
cified, moved  iVoiiij.'.d  received  ill  Pillsliiii i,'  oiiidl  the  j)ul)lic  improve- 
ments during  the  yen.s  named. 

Comjuirtilirc  statrmrnf,  shouing  same  if  ihr  leading  firfichs  im/inrtnl  into 
I'itlshnig  bij  nuKil  during  the  yairs  natnrd,  carh  rndihg  Dnemhrr  '6\, 


.\rticles. 


Produce  not  8peritie<l pounds. 

Oiils litiKhels 

Leather |>oundM. 

CotTcp (io.  . . 


18.W. 


Dry  goods do |  36 

Groceries do i  17 

Hardware d. '.  17 

Iron,  pig do !  'JO, 

castings <lo j 

bloojiis di M 

bar  and  sheet do '  15 

IVails  nnd  Hjiikes d(j 

Fish barrels 


3.5f^, 
43, 

237, 
,10'2, 
,117, 
.••<!^5, 
.45/, 

•225. 

814, 

232. 

292. 

150, 
.'12, 


•2.11 

'(87 
016 
001 
244 
7112 
75;i 
.55M 
.3011 
093 
015 
.5(10 
014 


1847 


IfSIO. 


1,2.57, 

21, 

312, 

9,927, 

•23/20K 

7,  ".■13. 

M..')ill. 

21.979, 

124, 

14,942, 

•L 

15.SHti, 

19. 


020 

300 

2,39 

0((5 

074 

925 

0'93 

35:t  / 

002  ^ 

;)9o 

:!!»7 
711 
9'20 


871 

19 

38() 

10.>290 

12,051 

0,9^23 

10,522 

15,410 

13,^90 

2.K<3 

.575 

1!) 


,.500 
,0N1 
,225 
,993 

,403 
,001 


,k7!I 
,4ll--2 
,0(MI 


I 


On  llie  average,  ifiese  iigures  indicate  a  very  gratifying  increase  in 
the  canal  commerce  of"  llie  city,  hut  especially  in  the  iron  trade  I'oi 
1852.  In  lliis  fiict,  and  in  the  greatly  increased  importations  of  drv 
goods  and  groceries,  mav  l)e  seen  the  e\  ideiice  of  the  stimulaiion  which 
the  .'idvanccd  prices  have  ahcady  imparled  lothe  iron  manufactures. 


COLONIAL    AND    LAKE    TRADE. 


G45 


the  leading 


Statement  showi/ig  the  imports  itml  exports  hij  canah  at  Pittshurg,  during 
the  ijcar  ending  December  31,  1852. 


1@4G. 


1.000,971 

l/J87,HH() 

a4.li!)(!,74'i 

i,r)7i,nw) 

I  a.(;75,3n 

'      a:<:).70'2 
:n!t.73() 

;wr),OK') 

:>l,(jiil,:ia6 

1 '.»,(«() 

80(),S.'()5 

ir)(;,4i2 

'Jill, 313 


iuliclcs  sj)c- 
)lic  iiiiprovc- 


imporlnl  into 
em  her  31. 


1H4C. 


3 


ii. 


H7 1,5(1'! 

1!),0HI 

3H(i/J-.V. 

10.'j;>0,!)'.)3 

ia,«:>i,His 

t).'.)-j3.K")t; 

l(),.r2-,>,4ti,T 

i:i,4io,t;(ii 

13,^!U),7U7 

•J.KU.^T'.t 

.'i7:>.41f,' 

lil.tHm 


1''  increase  iii 
roll  trade  lor 
;ili(iiis  ot"  (Irv 
iiilaliiiii  which 
iiiutaetiin  s. 


Articloi. 


Ajrriculliiriil  piodiicts,  not  HpeciticiJ noiindn. 

liiirlcy i)iiHiiclH 

Jlrnii  and  sliiprituHH do, . . 

Ilyi 


Cum do. . . 

Cotton pounds. 

Hay tons  . . . 

Hcnin pounds. 

Dried  fruit do. . . 

OatH huslu<ls 

OiuHiinij  and  beeswax jiounds. 

Iloirs'  liiiir do. .  , 

SoedH huslielp, 


Tdharco,  uninanut'acturcd . 
Wheat 


.poi 


shels. 

Deer  and  liutValo  skins jmuiuIs. 

Peat! 
F 


lers (Id. 


urs  and  peltries 


.do. 


Dry 
I.eatI 


eainer 


Wool do. 

Ilnrk cords 

Hoards  and  plank feel. 


II 


oop-judes 


.No. 


Laths,  less  tlian  T)  t'cut dd 

Shinirles 


.do. 


Staves do. 


Wood nords 

liuots,  siloes,  and  hats pounds 

Drujrs  and  nnKlicines do. . 


Dry-^oods dc 


Dyo-stulfs dc 


irthenware do. 


(ijassware <!(: 


(Groceries di 

Hard 


I 


arilwaro  and  cullery 
i(|uors,  toreiiri! 


I'uintK |)i 


lids. 


Cord  a 
Salt. 


igc  and  l)agj»injj;. 


.busii 


Stoneware pounds 

Tobacco,  nianufa-tured do. . 


Whiskey i;all( 


Ashe 


.pounds. 


Coal,  mineral tons 


on 


ppei 
ron,  pitf. 


.pour 
. .  .di; 


hlc 
bar 


nd  sheets do. 


Load,  bars  and  \n\^% do. 


Nail 


ails  and  spikes. 


Steel. 


dc 


oadtin^s dc 


IS  and  anchors do. 


Racon do. . . 

Beef  and  pork barrels. 

Butter pounds. 

Cheese do. . . 

Fish barrels. 


Flour barrels 

Lard  and  lard  oil pounds 

Dried  beef do. . 


Tallow  and  candles do. 


Exports. 


.•■..lOCfi.^)! 
1,90G 
1,951 
902 
400 
1,607,922 
;")« 
l,16.'J,0.'-,7 
13,262 
311 
277,633 
494,004 
3,270 
20,400,918 
9,839 
288,04H 
:UI0,83.") 
197,319 
190,258 
.522,412 
4,108,694 
170 
235,272 
6, .500 
149,400 
60,000 
5,000 
22 
2,836 
186,988 
412,9>^6 
5,385 
68,731 
1,075,705 
1,724,070 
433,369 
3,164 
3:^.728 
^^2,883 
1.->H,437 
6.753 
17.000 
779,877 
2S5,957 
9,415 
91,653 
16,5.57.572 
607,995 
411,620 
7,364,436 
5,000 
3,033.036 
23,221 


39,.5h6,694 

10,367 

434,495 

399,571 

169 

236,904 

5,995,628 

.10.143 

365,509 


ImportK. 


3.58,1)31 

1,475 

19,670 

4,309 

1,137 


73 

542,600 
43,087 


817 
75,800 


26,000 
237,676 

29,.540 

813 

144,030 

21,500 


6,000 

6,2.50 

2 

2,603,066 

424,900 

36.117,244 

140,400 

4,746,790 

800. 

34,987,763 

17,457,773 

4,965 

200,200 

1.50,500 

90.4.50 


2,132,400 


6,929,875 

4 

131,000 

20,255,558 

814,300 

14,2.32,693 

15,292,015 

4,500 

150,500 

341,500 

1,663,800 

5,000 


3.700 

.32,644 

1,048 


■'  111 


.■\ 


646 


ANDREWS     REPORT   ON 

STATEMENT— Conliiiurd. 


Articlos. 


Britk :. Tiber.. 

Burr  luid  mill-Htoiiuti p<>iji!(|g. . 

Limo 'ii.niiolH. , 

Marblu iioiiiidu. . 

Slato  for  roofing • do. . . 

Stoiu) porclioH, , 

Agricultural  iiiiploaiontg pounds. . 

Furniture do. . . 

Oils  (uxcui>t.  lurd) galloiiH. . 

Papur  und  books poundu. , 


Exports. 


fiOO 

4, car. 

5,27« 


Rags. 

Sundries do. . . , 

Soapstono do. .. 

Drinistone do. . . 

Spanish  whitinf,' do. . . 

Boats  (doarcd ninnbor, , 

Passnngors miles  travellud. , 

Amount  of  tolls  rolluclud dollars, , 


1,741 

21,401 

234, ((.W 

24,201) 

J.'J7,l.-)2 

9.51,005 

10,117,893 


4,H2fi 

1,142,11(2 

208,933 


Imports, 


34.'),395 
222,7()(; 


,-'17,600 

1,440,800 

125 

G5,.580 

447,103 

34,970 

1,087,093 

20,717 

1,904,308 

:I2,000 

l,7.5O,.'i0O 

339,600 


2,787,179 


It  nui.st  1)0  remt'iiiborcd,  lh;it  wliilc  tlicso  tiil)U.'s  (Miihriico  all  ;irliclcs 
imporU'd  aiKl  t.'XVK)rlfil  on  tlio  Stnfe  works,  flu'V  show  nothing  ol"  tht; 
exports  ot'nianutacturcs  or  rc(.'(<i|)ts  oC  goods  mikI  pnxhicc  by  the  Ohio 
rivii-.  Pittsburg  has  virtually  a  canal  connexion  with  Cleveland  and 
Eric,  on  the  lake,  which  contributes  hu'gely  to  her  trade,  and  opens  to 
her  iron  mannt'actures  the  lake  mark(!ts.  She  is  also  in  cotninnnica- 
tion  with  Cleveland  and  Chicago  by  railway.  But  her  river  coinn)erco 
Js  also  olitnnienso  value.  Sonic!  idea  may  be  gained  oi"  its  inagnilu(l(i 
from  the  tiict  that,  during  the  year  1862,  no  less  than  sixty-nine  steam- 
ers were  constructed  at  that  point,  of"  an  aggregate  ot']5,(K)0  tons,  or 
an  average  of"  213  tons  each.  And  all  this  tonnage,  besides  that  built 
at  other  points  below,  finds  sullieient  and  lucrative  employment;  iliiot 
in  the  Pittsburg  trade  directly,  then  at  j)oints  below. 


LOUISVILLE,    KENTUCKY. 

Louisvill(!  is  situated  on  the  southern  bank  of  the  Ohio  river,  near 
the  liills,  in  latitude  38^  3'  north,  and  longitude  So"^  30'  west,  52  miles 
from  Frankiiui,  1,400  from  New  Orleaii.-^,  GOO  f"rom  C?t.  Louis,  650  from 
Pittsburg  by  water,  and  596  from  Washington. 

This  is  the  commercial  city  ol"  Kentucky,  and  (»ne  of  the  live  great 
places  in  the-  valley  of"  the  Mississippi.  Situated  at  the  liUls  of  the 
Ohio — ij;'  only  great  ob.struction  in  a  navigation  of  2,100  miles  f"rt)ni 
the  Alleghany  river  to  the  Gulf  of  Mexico— it  has,  in  this  very  circum- 
stance, some  great  commercial  advantages.  One  of  these  is,  that, 
cxce{)t  at  high  water,  which  occurs  but  at  short  periods,  the  largest 
class  of  steamboats  seldom  ascend  above  that  point.  It  is  also  natu- 
rally the  mart  of  an  extensive  and  fertile  country  southwest  of  it,  and 
also  of  a  [)ortion  of  Indiana  on  the  north.  The  country  immediately 
around  the  "  fiills"  is  also  fertile,  supplying  an  abundance  of  market 
products  lor  a  large  pop,!ilation.     Its  growth  tias  been  more  moderate 


COLONIAL    AND    LAKE    TllADE. 


G47 


IiiiporU. 


i 17, GOO 

1,440,H(H) 

125 

Ga.SSO 

447,103 

34,970 

1,0^7,093 

20,717 

1,904,308 

32,000 

l,7r)0„'»00 

339,600 


2,7H7,179 


ill!  iirticlcs 
ling  of  the 
by  ihe  ( )lii() 
'vclaiul  iiiul 
iu\  ()|Mn.s  to 
.•omnnmica- 
r  cmnnKMco 
4  iii.'igniludo 
■iiiiu'  stcfiin- 
000  tons,  or 
L'S  that  l)uilt 
Tient;  ilnot 


)  rivor,  near 
'St,  52  uiil(;3 
is,  G5()  from 

10  livti  great 
falls  of  the 
)  allies  frt)in 
ery  cironni- 
L'se  is,  thai, 
,  the  largest 
is  also  natu- 
t  of  it,  and 
minediately 
)  of  market 
re  moderate 


than  that  of  Cincinnati  and  iSt.  Lonis,  but  it  has  Ix^cii  steady;  and  the 
snine  causes  which  n  .iilted  in  its  rise  will  continue  to  opeiate  liir  n, 
century  to  come.  Tlie  l<)llowing  uro  the  most  important  statistics  of 
this  city: 

1.   Growth  and  ])(>inilntiun. 


Yoar8. 


Popiilatioiv 


111  l-'OO 

In  JNlO 

In  lh20 

In  IKJO 

In  li-'4(l 

In  IH.IO 


COO 

1,300 

4,000 

10,090 

21,000 

43,217 


Incromont. 


Ratio. 


700 

2,700 

C,090 

10,910 

22,217 


11j  por  ct. 
208  1  ■  -i, 
15i.\v-,    .., 

J'    »   5K>I    VX. 

t.     I  !•%')■  CV, 


The  population  iUc  (in  1852)  is  5J,72(),  showing  just  about 

the  same  rate  of  men  .isi  — 10  per  cent,  per  annum,  la  18G0,  at  this 
rate,  Louisville  will  contain  about  90,000  inhabitants.  The  neigh- 
boring town  of  New  Albany  (Inu'iann)  is  (juito  u  large  place,  and  will, 
doul)tlcs3,  continue  lo  grow.  iSo,  also,  JeHersonville  (opposite  Louis- 
ville) will  be  a  town  of  ctmsiderable  importance. 

2.  Commerce. 

In  Mr.  Casseday's  History  of  Louisville,  tiic  commercial  business  of 
Ijoiiisville  is  representcti  thus: 

1.  Groceries. — The  principal  imports  of  Louisville,  in  groceries,  &c., 
were : 

iSugar 15,G15  lihds. 

Molasses 17,500  bbls. 

lletined  sugar 10,100   packages. 

Coflee 42,500  bags. 

Uiee 1,275  tierces. 

Ciieese 25,250  boxes. 

Flour 80,650  bbls. 

Salt 110,250  bbls. 

Sail,  Turk's  island 50,525  bags. 

Bagging 70,100  pieces. 

Rop(> G5,350  coils. 

The  value  of  thcsf;  was  estimated  at  (en  million  six  hundred  (housand 
dollars. 

2.  Dry  goods. — The  aggregate  annual  sales  of  dry  goods  are  esti- 
maled  at  Jive  million  eight  hundred  and  fijhj-thrcc  thousand  dollars. 

3.  Hardware,  qurmsuare,  saddlery,  ^l: — The  aggregate  of  other  sales 
of  merchandise  amounts  to  three  million  eight  hundred  and  sixty-six  thou- 
sand dollars. 


!    I 


^. 


IMAGE  EVALUATION 
TEST  TARGET  (MT-S) 


1.0 


I.I 


1^  1^    12.2 


lb 


140 


I 


2.0 


'•2^lll'-^li'-^. 

^ 

6"     

► 

Hiotographic 

Sciences 

Corporation 


23  WIST  MAIN  STRKT 

WiBSTER.N.Y.  MSSO 

(716)  S72-4S03 


^ 
^ 


\ 


\ 


<^ 


648 


ANDREWS     RKPORT   ON 


3.  Pork  business. 

The  number  of"  hogs  put  up  this  season  in  Louisville,  Now  Albany, 
and  Jeffersonville,  round  the  "falls,"  is  estimated  at  275,000,  which 
shows  a  large  and  increasing  business.  A  large  number  of  the  farmers 
of  Kentucky  drive  their  hogs  to  the  Louisville  market;  and,  in  the  last 
two  or  three  years,  the  business  has  been  extended. 

4.  Steamboats  and  navigation. 

Louisville  embarked  in  the  steamboat  business  at  a  very  early  day, 
and  still  employs  a  large  number  of  steam  vessels.  In  the  year  1851 
{vide  United  States  Steam  Report)  there  were  sixty-one  steam-vessels 
registered  at  Louisville,  carrying  15,180  tons. 

A  large  number  of  steamboats  are  annually  built  at  Louisville  and 
New  Albany. 

5.  Mamifactures. 

Louisville  is  a  commercial  and  not  a  manufacturing  town.  Hence, 
its  manufacturing  establishments  are  small  as  compared  with  Pittsburg 
and  Cincinnati.  Yet  they  make,  in  the  aggregate,  a  large  amount. 
The  li)llowing  are  the  principal : 


Foundries 

Soap  and  Candles . . 

Bagging 

Breweries 

Cotton  and  wool  .. . . 

Clothing 

Feed  and  flour-mills. 

Furniture 

Glass 

Oil 

Paper 

Rope 

Tobacco,  &c 

Leather 


Number. 


15 
(> 
3 
6 
3 

45 
9 

25 
1 
3 
1 

11 

82 
9 


Hands. 


930 
59 

120 
30 

135 

1,157 

47 

440 
50 
IG 
3G 

1()6 

050 
G4 


1 


Product. 


$1,392,200 

409,000 

184,000 

,       108,601) 

173,500 

i       941,500 

283,800 

'       638,000 

50,000 

140,000 

!       113,000 

I       460,000 

i    1,347,500 

I       176,000 


The  manufactures  of  Louisville  (exclusiveof  mere  mechanical  labor) 
probably  amount  in  value  to  six  millions  of  dollars  per  annum — cer- 
tainly a  very  good  foundation  for  more  extensive  operations. 

G.  Railroads. 


Louisville  will,  in  the  course  of  two  or  three  years,  have  an  exten- 
sive system  of  railways.     The  principal  lines  will  be  as  follows,  viz.: 

1.  Lexington  and  Louisville  railroad,  finished ;  and  will  connect  at 
Lexington  with  numerous  other  lines. 


COLONIAL   AND    LAKE    TRADE. 


649 


\v  Albany^ 

)00,  which 

he  farmers 

in  the  last 


early  day, 

year  1851 

am-vessels 

lisville  and 


Hence, 

li  Pittsburg 
ge  amount. 


Product. 


$1,392,200 
409,000 
184,000 
108,600 
173,500 
941,500 
283,800 
638,000 
50,000 
140,000 
113,000 
460,000 
1,347,500 
176,000 


nical  labor) 
inum — ccr- 


e  an  exten- 
ows,  viz.: 

connect  at 


2.  Louisville  and  Nashville  line.  This  will  connect  her  with  the 
entire  net-work  of  southern  railroads. 

3.  Louisville  and  Cincinnati  railroad — which  will  connect  her  with 
all  the  northeastern  railroads. 

4.  Jefferson vi He  and  Columbus  line ;  which  will  connect  at  Indian- 
apolis with  all  the  northern,  Indiana,  and  Michigan  lines. 

5.  New  Albany,  Salem,  and  Michigan  city  line.  This  will  connect, 
at  Orleans,  with  the  Ohio  and  Mississippi  railroad,  and  thus  make  a 
continuous  line  to  St.  Louis,  and  will  be  continued  north  to  Michigan 
city  and  Chicago,  Illinois. 

These  railroads,  when  completed,  will  connect  Louisville  with  the 
most  distant  parts  of  the  Union,  and  enable  her  to  avail  herself  of  her 
great  commercial  advantages. 

Louisville  is  situated  in  the  centre  of  a  large  district  of  level  and 
rich  land.  Its  site  lor  building  is  almost  indefinite.  Provisions  are 
cheap;  and  its  position  t<)r  commerce  one  of  the  best  in  the  interior  of 
the  United  States.  Its  growth  is  not  so  rapid  as  that  of  some  places, 
but  is  very  imifbrm ;  so  that  the  growth  in  future  may  be  very  cer- 
tainly counted  upon  at  iho  same  rate.  Allowing  for  some  decrease  in 
the  ratio  of  growth,  and  it  will  probably,  in  half  a  century,  have  half 
a  million  of  inhabitants. 

A  statement  recently  published  shows  that  there  are  navigating  the 
Ohio  and  Mississippi  rivers  an  aggregate  of  269  steamers,  measuring 
60,792  tons,  and  which  are  valued  at  $3,895,000,  that  can  pass  through 
the  present  locks  in  the  canal  around  the  rapids  at  Louisville.  There 
arc  also  n^jvigating  the  same  rivers  76  steamers,  measuring  48,052 
tons,  and  valued  at  $3,714,000,  which  are  loo  large  to  pass  through 
those  locks,  and  therelt)re  cannot  participate  in  the  trade  of  the  upper 
Ohio,  being  nearly  one-half  the  valuation  of  the  steam  stock  engaged 
on  those  waters. 

Vahwtnm,  in  1850,  of  the  cities  mimed. 


St.  Louia  , 
Cincinnati 
LouiBvillc, 


Estimated. 


$27,968,833 
41,848,536 
31,533,904 


True. 


A50,000,000 
49,310,925 
31,533,904 


ST.   LOUIS,   MISSOURI. 

Lying  upon  the  bank  of  the  finest  river  on  the  continent,  in  latitude 
38°  37'  28"  north,  and  longitude  90°  15'  30"  west  from  Greenwich,  and 
backed  by  untold  acres  of  lands,  rich  in  all  the  elements  of  agriculture, 
forests,  and  mines,  which  may  be  made  tributary  to  her  commerce,  St. 
Louis  is  entitled  to  important  consideration  in  the  investigation  of  com- 
mercial affiiirs  on  the  western  rivers.  Having  already  reached  an  en- 
viable position  among  her  sister  cities,  she  is  looking  westward  with  a 
system  of  railways  intended  not  only  to  bring  all  the  rich  agricultural 
and  mineral  treasures  of  the  Missouri  basin  into  h-:      <arkets,  but  event- 


650 


ANDREWS      REPORT    ON 


it',! 


ually  to  extend  beyond  the  Rocky  Ridge  to  the  valley  of  the  Great  Salt 
lake,  and  still  further  onward  to  the  golden  shores  of  the  Pacific  ocean. 
Tiiough  these  ultimate  results  are  some  years  distant,  yet  a  glance  at 
the  accompanying  map  will  satisfy  any  one  that  a  full  development  of 
the  immense  resources  of  that  portion  of  the  Mississippi  valley  north 
and  west  of  St.  Louis,  and  most  of  which  has  not  as  yet  been  reduced 
to  the  first  stages  of  culture,  but  must  sooner  or  later  pay  its  tribute  to 
the  trade  and  commerce  of  St.  Louis,  will  be  sufficient  to  gratify  the 
most  sanguine  expectations  of  those  engaged  in  pushing  forward  the 
improvements  tending  t(j  such  an  end.  Whether  these  railways  are 
extended  beyond  the  Rocky  mountains  or  not,  therefore,  there  is  a  ter- 
ritory belonging  to  the  great  valley  which  can  scarcely  avoid  becoming 
tributary  to  the  business  of  this  city,  much  larger  and  more  prolific  of 
all  the  elements  of  wealth  than  can  be  found  adjacent  to  any  other  city 
in  the  West.  This  fact  alone  is  decisive  of  the  future  greatness  of  St. 
Louis,  provided  she  puts  forth  her  energies  towards  the  progress  of  the 
means  fl.»r  the  exhumation  of  the  resources  of  this  country.  Her  con- 
nexions with  eastern  cities,  through  Cincinnati  and  Chicago,  are  already 
decided  upon  and  secured  beyond  contingency,  as  will  be  seen  by  refer- 
ence to  the  description  of  canals  and  railways. 

This  is  now  one  of  the  most  important  of  the  river-ports.  Surrounded 
by  an  extensive  back  country  of  unsurpassed  fertihty,  well  watered 
and  endowed  with  all  the  advantages  requisite  to  support  a  dense  and 
thriving  population,  St.  Louis  bids  fair  to  become,  at  no  distant  day, 
one  of  the  first  cities  in  the  United  States  in  point  of  population  and 
commercial  wealth.  It  is  situated  on  the  Western  shore  ot^  the  Missis- 
sippi river,  about  19G  miles  above  the  mouth  of  the  Ohio,  20  miles 
below  the  mouth  of  the  Missouri,  its  principal  affluent,  and  40  miles 
below  that  of  the  Illinois.  Still  further  northward  the  Fever,  the  Wis- 
consin, and  other  rivers  from  the  country  eastward,  and  the  Des  Moines 
and  Iowa,  with  some  less  notable  streams  from  the  west,  fall  into  the 
Mississippi,  conveying  the  rich  products  of  the  extensive  prairie  lands 
on  their  borders  to  the  marke*  *"  St.  Louis.  Kere  these  [)roducts  are 
usually  exchanged  for  merch.  o  and  supplies  necessary  to  the  set- 
tlement and  subsistenceof  a  now  country.  Many  furs  are  also  l)rought 
down  these  various  streams  to  St.  Louis,  and  exchanged  f()r  tlie  goods 
and  supplies  which  constitute  the  stock  in  trade  of  the  western  trapper 
and  the  Indian  trader.  Above  that  city  these  waters  are  navigable 
only  by  the  lightci  draught  or  smaller  class  of  boats,  while  below  it  the 
large  and  splendid  New  Orleans  packets  find  their  rapidly  increasing  trade. 
Tliesc  facts  involve  the  necessity  of  a  transhipment  of  almost  the  entire 
bulk  of  produce  and  merchandise  arriving  at  St.  Louis,  and  intended 
for  points  either  above  or  below  that  city,  bclijre  it  can  proceed  to  its 
destination;  and  St.  Louis  is  thus  constituted  the  great  receiving  and 
distributing  depot  for  all  the  u|)per  country  of  the  Mississippi  and  Mis- 
souri basins.  To  the  vastness  (jf  this  country,  therefijre,  the  immense 
fertility  of  its  soil,  and  its  rich  mineral  resources,  inducing  an  inex- 
haustible tide  of  immigration,  does  St.  Louis  owe  her  late  rapid  growth 
in  population  and  prosperity. 

The  city  is  one  of  the  oldest  French  trading  and  military  posts  in  the 
Mississippi  valley,  and  has  been  looked  upon  f()r  niemy  years  as  the  key 


COLONIAL  AND  LAKE  TRADE. 


G51 


I  Great  Salt 
cific  ocean, 
a  glance  at 
lopment  of 
alley  north 
en  reduced 
s  tribute  to 
gratify  the 
brvvard  the 
ilways  are 
;re  is  a  ter- 
d  becoming 
3  prolific  of 
y  other  city 
Lnes3  of  St. 
2;rcss  of  the 
Her  con- 
are  already 
en  by  refcr- 

Surroundcd 
3II  watered 
dense  and 
listant  day, 
Illation  and 
the  Missis- 
>,  20  miles 
d  40  miles 
r,  the  Wis- 
Des  Moines 
all  into  the 
rairie  lands 
roducts  are 
to  the  set- 
so  brought 
tlic  goods 
•rn  trapper 
navigable 
>elow  it  the 
jsing  trade, 
t  the  entire 
id  intended 
)ceed  to  its 
leiving  and 
)i  and  Mis- 
c  immense 
an  inex- 
pid  growth 

posts  in  the 
fas  the  key 


to  the  great  territory  to  which  wc  have  referred;  but,  until  the  last 
twenty  years,  its  progress  was  very  slow.  In  1840  it  could  claim  but 
16,469  inhabitants,  whereas  in  1850  it  numbered  a  population  of  no 
less  than  82,744  souls,  showing  an  increase  of  66,000  souls,  and  an 
average  rate  of  duplication  once  in  four  years.  She  has,  moreover, 
grown  much  more  rapidly  during  the  last  ten  years  than  at  any  f()rmer 
period.  Thus,  in  1800,  St.  Louis  had  2,000  inhabitants.  During  the 
last  fifty  years  her  population  has  been  doubled  once  in  9  J  years;  during 
the  last  40,  once  in  9  ;  the  last  30,  once  in  7;  the  last  20,  once  in  5J  ; 
and  the  last  10,  once  in  every  4  years.  Such  has  been  the  almost  un- 
precedented growth  of  St.  Louis  from  natural  causes.  What,  then, 
may  not  be  expected  as  the  result  of  the  construction  of  her  numerous 
railways  now  in  progress,  or  projected,  in  connexion  with  her  natural 
advantages?  The  opening  of  these  artificial  routes  will  give  her  easy 
access  to  numerous  deposites  of  lead,  iron,  coal,  antl  copper  ores, 
within  a  circuit  of  90  miles,  e<iual  to  the  wants  of  the  whole  Missis- 
sipi  valley  for  centuries,  which  have  not,  to  this  time,  been  brought  to 
use.  The  lack  of  necessary  means  of  transportation  has  heretofore 
precluded  the  successful  working  of  these  numerous  mines,  though  they 
have  l)ecn  known  to  exist  in  richness  rarely  if  ever  excelled.  The 
completion  of  the  "Pacific,"  the  "Hannibal  and  St.  Joseph,"  the  "St. 
Louis  and  North  Missouri,"  and  other  projected  railways,  which  is  now 
determined,  and  will  open  easy  communication  with  these  mineral  re- 
gions, besides  developing  the  resources  of  large  tracts  of  country  second 
to  none  other  in  agricultural  richness.  Owing  to  these  promising  natural 
features,  the  hidden  wealth  of  which  will  be  brought  to  light  and  ren- 
dered availal)le  through  these  stupendous  lines  of  internal  improve- 
ment, the  people  of  St.  Louis  confidently  anticipate  a  continuation  of 
their  present  rate  of  increase  during  the  next  ten  years,  when  lu-r  ca- 

Eacit}'  will  be  etjual  to  the  support  of  nearly  500,000  inhabitants,  when 
er  mines  may  vie  with  those  of  Sweden  and  Great  Britain,  and  her 
manufactures  and  agricultural  productions,  her  railway  and  river  ton- 
nage, and  her  aggregate  commerce,  may  not  be  exceeded  by  those  of 
any  other  region  of  the  world. 

A  more  detailed  account  of  the  diflerent  lines  of  public  improvement 
in  progress  will  be  f<)un(l  under  the  proper  head,  in  another  part  of 
this  report,  and  their  situation  may  be  ascertained  by  reference  to  the 
accompanying  railway  map. 

The  following  tables,  comniled  from  annual  statements,  will  exhibit 
soinetliing  of  the  growth  and  character  of  the  commerce  of  St.  Louis 
during  a  term  of  years. 


'4  '\ 


M  i 


v 


•H 


r-  I 


li^    ;tii 


:ii 


652 


ANDREWS*    REPORT   ON 


Comitaratlvc  statement  of  some  of  the  inincipal  articles  landed  at  St.  Louis 
during  six  years — ending  December  31,  1852. 


Articles. 


1851. 


Wheat bush 

Flour bbis 

Corn bush 

Oats do. 

Barley,  &c do. 

Pork. .  .casks  &  tierces 

Pork boxes  &  bbls 

Pork,  bulk pieces 

Pork,  bulk tons 

Salt sacks 

Salt bbls 

Hemp bales 

Lead pigs 

Tobacco hhds 

Beef. .  .tierces  &  casks 

Beef. bbls 

Hides pounds 

Whiskey bbls 

Suffar hhds 

Sugar bbls 

Sug^ar boxes 

Conee sacks 

Molasses bbls 

Lard do. 

Lard tierces 

Lard kegs 

Bacon . .  casks  &  tierces 

Bacon boxes 

Bacon pieces 

Lumber M  feet 

Shingles M 

Lath M 


1,700,708 

793,892 

1,840,909 

794,421 

101,674 

15,298 

103,013 

768,819 

147 

216,93.T 

46,250 

65,366 

503,571 

10,371 

5,640 

8,872 

90,736 

47,991 

29,276 

20,854 

15,833 

101,904 

40,231 

14,465 

37,743 

14,450 

16,701 

1,564 

6,629 

16,280 

7,805 

1,265 


1850. 


1,792,074 
292,718 
968,028 
697,432 
69,488 
2,969 
101,762 
449,556 


261,230 

19,158 

60,862 

573,502 

9,055 

2,586 

6,049 

94,228 

25,959 

25,796 

5,035 

11,326 

73,673 

29,518 

61,525 

17,925 

11,549 

30,035 

1,320 

49,321 

14,676 

4,316 

283 


1849. 


1,792,535 

306,412 

305,383 

252,291 

46,263 


13,862 


291,709 
23,553 
46,290 

590,293 
9,879 
10,867 
12,336 
68,902 
29,085 
26,501 

7,348 

67,3.'J3 
29,214 
58,279 
15,801 
18,845 
16,280 
3,245 


24,188 
7,334 
1,290 


1848. 


1847. 


1846. 


2,194,789 

.387,314 

699,693 

243,700 

55,502 


2,432,377 

308,568 

1,016,.318 

202,265 

57,380 


97,642    43,692 


204,741 

38,809 

47,270 

70.5,718 

9,014 

9,369 

7,806 

62,097 

29,758 

26,116 

14,812 

78,842 
21,943 
67,339 

6,579 
14,180 
29,423 

6,622 


22,137 

15,851 

2,598 


1,838,926 

220,457 

688,649 

95,613 

10,150 


48,981 


106,302 
41,380 
72,222 

749,128 
11,015 
5,735 
4,720 
71,877 
22,239 
12,671 

20,111 

77,767 

21  ,.554 

32,021 

2,150 

8,595 

14,425 

1,289 


16,017 

13,098 

2,817 


177,724 

58,948 

33,853 

730,829 

8,588 


1,716 
63,396 
29,882 
11,603 

5,752 

65,128 
14,996 
26.462 


14,730 

11,803 

1,648 


Over  and  above  the  articles  here  enumerated  there  are  mentioned 
some  fil'ty-one  otliers,  including  nearly  all  articles  of  produce  and  mer- 
chandise prominent  in  the  trade  and  productions  of  the  West.  The 
above,  however,  have  been  selected  as  showing  the  bulk  of  the  com- 
merce of  the  river  at  this  point. 

Below  arc  presented  tables  exhibiting  the  number  and  tonnage  oi 
boats  arriving  at  St.  Louis  in  the  prosecution  of  this  trade  during  a 
series  of  five  years : 


Whence. 


New  Orleans , 

Ohio  river 

Illinois  river 

Upper  Mississippi... 

Missouri  river 

Cairo 

Other  points 

Total  number 


1851. 

1850. 

1849. 

1848. 

1847. 

300 

.301 

313 

446 

.502 

457 

493 

406 

429 

430 

634 

788 

686 

690 

658 

639 

635 

806 

697 

717 

301 

390 

355 

327 

314 

119 

75 

122 

194 

146 

175 

215 

217 

396 

204 

• 

2,625 

2,907 

2,905 

3,179 

2,969 

COLONIAL  AND  LAKE  TRADE. 


G53 


Tonringe  of  steamboats  nnd  barges  was,  in  1850 681,25G 

Do. do do do 1851 (383,140 

Whmiiioc  collected  in  1850 $541,195 

Do. .' do 1851 48, 156 

Showing,  thiit  while  the  number  of  arrivals  has  fallen  off",  the  loss  is 
more  than  compensated  by  the  enlarged  capacity  of  the  boats,  as  ex- 
hibited by  the  increase  of  tonnage. 

The  foreign  commerce  of  St.  Louis,  consisting  of  importations,  is  as 
fi)llows  : 

Sugar  and  mohisses $289,753 

Hardware,  &c 133,401 

Railroad  iron 100,211 


Earthenware 

Tin  |)lates,  tin,  copper,  iron,  &c 

Dry  goods  and  fancy  goods. . . . 

Braiuly,  wines,  gin,  &c 

Hurr-stones 


Drugs , 


98,780 
81,482 
24,287 
24,712 
2,259 
2,618 


Total 757,509 


— 

1847. 

502 

430 

1 

658 

717 

314 

146 

' 

204 

2,969 

Amount  of  hospital  money  collected  at  the  same  port S2,941 

Amount  of  duties  collected 239,318 

Hos[)ital   money  expended  in  relief  to   sick  and  disabled 

boatmen 3,441 

No  estimate  of  the  total  value  of  tlu?  commerce  of  St.  Louis  for 
1851  has  l)een  mndc,  nor,  indeed,  would  it  be  an  easy  task  to  prepare 
such  with  raiy  (l(>gree  of  accuracy.  Enough,  however,  is  here  shown 
to  exhibit  the  import;uice  which  it  must  soon  attain,  and  the  power  and 
intluence  it  will  ultimaielv  exert  on  the  commerce  of  the  Atlantic  cities. 


NoTK.  — .St.  Loiiia  und  Ciiiciiiniili,  !iH  nlrc;idy  noticed,  arn  lieing  connected  by  the  Oliio 
and  Mississippi  railroiid.  This  road  is  all  under  contract,  and  crosses  the  Wabash  river  at 
Vinccnncs.  From  this  point  a  railroad  is  under  contract  to  Evansvillo,  and  thiisliod  from 
Kvansvillc  to  White  river,  about  thirty-six  miles  ;  the  whole  will  be  completed  the  present 
3-eur.  Henderson,  in  Kentucky,  is  on  the  Ohio  river,  twelve  miles  below  Evansville.  From 
this  point  a  railroad  has  been  surveyed  tiiroujjli  the  State  of  Kentucky,  pa.ssinfj;  Madisonville, 
llopkinsville,  and  Trenton,  striking  the  Tennessee  State  lino  about  twelve  miles  north  of 
<JlarkKville,  and  the  whole  distance  m  Kentucky  is  about  ninety  miles  ;  and  .sufficient  funds 
have  been  subscribed  to  grade,  culvert,  and  bridge  it.  Henderson  is  at  a  point  about  central 
to  that  portion  of  tiio  great  Illinois  coal  field  lying  south  of  the  Ohio  river.  This  road  passes 
over  these  coal  bods  for  about  fitly  miles.  The  best  workable  vein,  near  Madisonvillc,  is  8j 
feet  thick,  good  rooting  and  drainage  ;  and  the  mines  are  so  situated  tiiat  the  coal  cars,  when 
liiden,  will  descend  with  gra(h>s  on  lateral  roads  of  about  thirty  feet  per  mile  ;  and  the  coal 
(■;ix\  be  carried  on  a  good  road  for  about  one  cent  a  ton  per  mile.  The  citizens  of  Nashville 
and  the  county  of  Davidson  are  now  deeply  interested  in  securin;r  the  stock  to  connect  the 
residue  of  the  dist;;nce  in  Tenne.«see,  about  fitly  miles  ;  and  the  Kentucky  and  Edgefield 
company  have  taken  §,205,000  of  the  stock.  This  road  will  secure  to  Naslivillc  her  fuel  at 
the  cheapest  rate,  and  open  a  direct  communication  between  the  southeast  and  Atlantic  sea- 
board from  Florida  to  the  Ca|)es  of  Virginia  ;  and  as  it  starts  at  Henderson,  opposite  the 
centre  of  the  great  Wabash  valley,  from  which  the  States  of  South  Carolina,  Georgia,  East 
and  West  Florida,  now  get  their  supplies  liy  way  of  New  Orleans  and  the  gulf,  this  com- 
niunication  will  supply  all  the  northern  portions  of  those  States  with  all  their  breadstufl's, 
slock,  &r.,  at  about  as  chciip  !).  rate  as  it  can  be  done  when  the  articles  arrive  at  Charles- 
ton or  Savannah,  so  far  as  ('arrying  is  concerned  ;  and  the  road  must,  necessarily,  be  one  of 
the  greatest  tlioroughtiires  in  the  United  States,  embracing,  as  it  does,  every  variety  of  cli- 
mate and  agricultural  production,  and  the  shortest  communication  to  the  seacoast ;  and  the 
attention  of  the  public  is  now  being  anxiously  turned  to  this  great  work.  The  country  over 
which  it  passes  is  nearly  "  champngnc"  in  Kentucky,  and  all  highlj'  agricultural. 


1  ■ 

i  .■ 

1 

:iil 

r. 

1   ' 

11: 

M 


654 


ANDREWS     REPORT   ON 


STEAM   MARINE    OP   THE   INTERIOR. 


As  the  rivers  of  the  gvcni  valley  west  of  the  Alleghany  ridgr — ihr 
Mississippi  and  its  tributaries — constitutr  the  most  important  portion  of 
our  rivrr  navigation,  a  full  report  «)f  tli(!  business  transacted  upon  tliose 
waters  is  very  desiral)le,  especially  in  this  connexion  ;  as  it  would  show 
not  only  the  relative  value  of  the  commerce  of  the  rivers,  as  compared 
with  that  of  the  lakes,  but  also  the  exchanges  among  the  several  (hf- 
ferent  points  upon  the  rivers.  Regrets  have  l)el})re  been  expresseil  that 
returns  have  only  been  received  from  a  few  of  the  more  important  river 
cities  in  detail.  It  is  thought  best,  however,  to  state  the  amount  of  ton- 
nage employed  in  that  trade,  as  the  best  means  at  hand  of  submitting 
proper  approximate  statements  of  the  commerce  of  the  great  rivers. 
The  character  of  tlie  trade,  and  the  principal  articles  of  produce  (Miter- 
ing  into  it,  will  be  suiliciently  shown  by  the  detailed  statements  of  the 
commerce  of  the  largest  cities.  This  trade  has  long  been  considered 
of  the  highest  importance  by  our  most  distinguished  statesmen,  who 
foresaw  the  necessity  of  making  provisions  for  its  prospective  augmeuta- 
tion,  as  well  as  by  the  highest  (commercial  authorities  who  have  rver 
advocated  a  liberal  policy  of  internal  improvements,  and  also  by  private 
individuals  engaged  in  commercial  affiiirs. 

Mr.  Calhoun,  in  his  able  report  to  the  Memphis  convention,  convened 
lor  the  purpose  of  considerhig  the  valuable  interests  involved,  amount- 
ing to  more  than  three  hundred  millions,  and  to  'concert  measures  l()r 
improving  the  navigation  of  the  "  western  waters,"  says :  "  Looking 
beyond,  to  a  not  very  distant  future,  when  this  immense  valley — con- 
taining within  its  hmlts  one  million  two  hundred  thousand  square  miles, 
lying,  in  its  whole  extent,  in  the  temperate  zone,  and  occupying  a 
position  midway  between  the  Atlantic  and  Pacific  oceans,  uneijualled 
in  fertility  and  the  diversity  of  its  productions,  intersected  by  the 
mighty  stream,  including  its  tributtu-ies,  by  which  it  is  drained,  and 
which  supply  a  continuous  navigation  of  upwards  of  ten  thousand 
miles,  with  a  coast,  including  both  banks,  of  twice  that  length — shall 
be  crowded  with  population  and  its  resources  fully  developed,  imagi- 
nation itself  is  taxed  in  the  attempt  to  realize  the  magnitude  of  its  com- 
merce." 

The  trade  on  the  Mississippi  and  its  tributaries  is  now  a  matter  oi 
great  public  concern.  By  its  rapid  advance  and  its  great  future  it 
claims  equal  notice  with  the  foreign  trade  and  the  trade  of  the  lakes, 
and  perhaps  more  than  either  as  one  of  the  main  sources  of  the  wealth 
of  the  confederacy. 

The  following  remarks  from  De  Bow's  Review  show  the  interest  that 
is  felt  in  this  matter :  "  The  free  and  unmterrupted  navigation  of  these 
great  inland  waters  must,  of  course,  bo  a  matter  of  prime  interest  to 
the  country.  They  are  to  the  populous  nations  on  their  banks  as  the 
ocean  itself,  over  which  commerce,  not  kings,  presides.  No  construc- 
tion of  State  powers,  as  contradistinguished  from  Federal,  can  exclude 
these  arteries  of  trade  from  tlie  pfje  of  government  regard  and  protec- 
tion. They  are  points  of  national  concern.  No  State,  nor  alliance  of 
States,  can  apply  the  remedies  which  their  exigencies  require.  No 
narrow  views  of  economy,  no  prospective  expenditure,  however  vast, 


COLONIAL   AND    LAKE    TRADE. 


655 


iilgr — llic 
portion  ot" 
ipoii  those 
mid  show 
compared 
'vcrnl  (hf- 
•(>ssc'd  that 
rtant  river 
uiit  of  lon- 
sul)mitting 
eiit  river-s. 
luce  eiiler- 
M\is>  ot"  the 
considered 
men,  who 
iiugtueiiUi- 
have  I'ver 
hy  private 

,  convened 

d,  auiount- 

easures  ii>r 

"Lo(^king 

dley — oon- 

uarc  miles, 

icupying  a 

uneciualled 

ed  by  the 

ained,  and 

1  thousand 

igth — simll 

)ed,  imagi- 

ot"  its  com- 

a  matter  o\' 
It  future  it 
the  lakes, 
tlie  wealth 

nterest  that 
on  of  these 
interest  to 
nks  as  the 
o  construc- 
an  exelude 
ind  protec- 
alliance  of 
quire.  No 
vever  vast. 


could  l)c  allowed  to  deter  the  legislature  of  the  Union  from  approaehing 
the  solemn  act  of  duty  which  is  involved  here." 

The  following  resolutions  were,  with  others,  adopted  by  the  Mem- 
phis eonvenlion: 

"That  safe  communication  between  the  Gulf  of  Mexico  and  the  in- 
terior, afK)rded  by  the  navigation  of  the  Mississippi  and  Ohio  rivers,  and 
their  principal  tributaries,  is  indispensable  to  the  defence  of  fh(;  country 
in  time  of  war,  and  essential  also  to  its  conunerce. 

"That  the  improvement  and  preservation  of  the  navigation  of  those 
great  rivers  are  objects  as  strictly  national  as  any  other  preparation  lor 
the  defl-nce  of  the  country;  and  that  such  improvements  are  deemed 
by  this  convention  impracticable  by  the  States  or  individual  enterprisis, 
and  (!alj  fiir  the  appropriation  of  money  t()r  the  same  by  tlu;  general 
government." 

Tlie  l()llowing  statements,  compiled  chiefly  from  a  valuable  and  usetid 
rcportj  already  referred  to,  on  the  steam  marine  of  the  inland  writers, 
are  j)r(\sented  here  to  exhibit  the  necessity  f<)r  securer  inland  navigation, 
and  as  having  a  special  bearing  on  the  trade  of  the  Mississippi  valley 
and  tlie  8t.  Lawrence  basin: 

"The  order  in  which  the  sevend  collection  districts  on  the  lakes  and 
rivers  of  the  interior  arc  shown,  commences  on  Lake  Champlain,  tiom 
which  it  (extends  up  the  St.  Lawrence  river  and  Lake  Ontario  to  the 
Niagara  river  ;  thence  up  Lake  Erie,  the  Detroit  river,  and  Lake  Huron, 
to  Michilimnckinac ;  thence  up  Lake  Michigan  to  Chicago  ;  thence 
across  the  Mississippi  river,  and  down  that  stream  to  New  Orleans ; 
thus  extending  on  a  natural  line  of  interior  navigation,  which  has  but 
two  slight  interruptions,  from  the  waters  of  the  Gulf  of  St.  Lawrence 
to  those  of  the  Gulf  of  Mexico,  a  distance  of  not  less  than  2,850  miles, 
upon  which  is  employed,  fl^r  purposes  of  trade  and  travel,  a  steam  ton- 
nage of  G9,16G  tons.*  The  Ohio  basin  forms  of  itself  a  cross-section 
some  1,100  miles  in  length,  embracing  simply  the  districts  on  that  river 
and  its  tributaries. 

"Immediately  west  of  Lake  Superior  lies  the  Minnesota  district,  with 
a  collector  at  Pembina,  on  the  'i;\i  between  our  own  and  the  British 
possessions,  and  a  deputy  at  St.  Taul,  on  the  Mississippi,  within  the 
Territory  of  Minnesota.  This  is  a  new  district,  and  steamboats  em- 
ployed on  its  waters  have  hitherto  been  enrolled  at  St.  Louis.  During 
the  years  1850  and  1851,  three  or  four  good  steamers  ran  regularly  be- 
tween St.  Louis  and  St.  Paul,  and  Fort  Snelling,  two  of  which  took 
several  large  pleasure  parties  almost  two  hundred  miles  up  the  Minne- 
sota (St.  Peter's)  river.  A  small  boat  (the  only  one  yet  built  in  the 
Territory)  has  been  running  the  past  year  above  the  falls  of  St.  An- 
thony, 1,700  miles  from  the  mouth  of  the  Mississippi.  Steamers  run 
earlier  and  later  on  the  waters  of  the  Minnesota  than  those  of  the  region 
of  the  northern  lakes,  in  the  same  latitude. 

"Following  the  water-flow  south  from  the  Minnesota  district,  we  reach 
the  Gulf  of  Mexico  by  the  Mississippi  river,  along  which  another  inte- 


Pi 


»  Ttiis  distance  is  traced  from  Montren.1  to  Lewiston  on  the  regular  line  of  stear  boat  navi- 
gation ;  thence  by  land  (the  first  interruption^  to  Buffalo ;  thence  on  the  regular  line  of  steam- 
boat navigation  to  Chicago  ;  thence  by  the  Illinois  and  Michigan  canal  (the  second  interrup- 
tion) and  the  Illinois  river,  to  the  Mississippi ;  and  by  that  river  to  the  Gulf. 


1  I 


666 


ANDIIEWS'    UKPOBT   OS 


rior  section  iniiy  ho  constructed,  to  show  sopnratcly  the  strength  ofthnt 
division  of  our  stcum-inMrinc.  This  section  presents  the  ti)llovving  re- 
suhs  : 

Stcam-maiinc  nj'lhr  Mmmiitin  Vnl/eij. 


DiiitrirtH. 


No.  of 
ittuaiiienii 


MiiiniiPHotii'.. 

St.  I.OIliN 

Moin|>liiM 

Virkiihiiri;.. . . 

Natclic/f 

Now  OrloaiiH. 


Total . 


131 
3 
U 


113 


953 


Toiiim);*).    I  No.  oIliccrN,  jPaHHongorH 
I  crown,  hi:. 


Tvns.  aS/Zn. 


31,833  9-J 
45U  UU 
!»37  87 


2,340         367,793 

15  34,()00 

lUl  46,8U0 


34,736  00 


67,957  84 


3,958         434, OOU 


6.414       •HH2,593 


•  Now  district.  t  No  onrolmont. 

Steam-marine  of  (he  Ohio  basin. 


DistriotH. 


No.  of      Tonnage.      No.  otViccra,  PasseiigerH 
ateamora.  ,  cruwH,  &iv..  i 


Pittsburg. . .  • 
Wliceling. . . 
Cincinnati.. . 
Louisvillo.. . 
New  .Albany* 
Evansvilio*  . 
Nashville  .. . 


Tom.  95<A,i. 
112  '     16,942  6H 

46  I  7.19U  67 
111  1    24,709  07 

61  '     15,180  66 


9,588  I       466,661 

651  I      243,170 

9,789  I  2,460,726 

1,913  I      270,000 


18  I      3,578  13 


397 


24,34(1 


ToUl, 


348  I    67,601  31 


8,338     3,464,967 


•  Now  districts. 

"By  a  sunnnary  of  aggreg.ue.s,  it  appears  that  ilic  entire  strength  of 
the  steam-marine  of  the  lakes  and  rivers  of  the  interior  is  comprised  in 
76o  vessels,  measuring  204,725^4  tons,  and  employing  17,007  persou.s 
as  ofHc  Ts,  crews,  &c.  Of  this  aggregate,  063  are  ordinary  steamers, 
measuring  184,2022i  tons,  and  employing  10,570  persons;  52  arc  pro- 
pellers, measuring  15,729',!  tons,  and  employing  817  persons;  and 
50  are  ferry-boaLs,  mea-suring  4,733Ji^  tons,  and  employing  214  per- 
sons. Of  the  lake  steamers,  50  of  the  ordinary,  and  all  but  two  of 
the  propellers,  are  moved  by  high-pressure  engines,  and  48  of  the  or- 
dinary by  low-pressure.  All  of  the  river  steamers,  and  all  of  the  terry- 
boats,  have  high-pressure  engines.  Low-pressure  engines  have  at  sev- 
eral periods  been  partially  tried  on  the  western  rivers,  and  abandoned. 
In  the  year  1818,  three  boats  of  this  description  were  built  on  those  wa- 
ters ;  in  1819,  seven  boats  ;  in  1820,  two;  in  1822,  one;  in  1823,  07ic;  in 


p;th  of  tlint 
lowing  re- 


R,  PaMongom 


10 

15 

n 

367, 7n3 
34,000 
46,800 

58* 

434,000 

14 

.882,593 

>ri| 

ic. 


Pasiengora 


.88  466,661 

il  1  243,170 

89  I  2,460,726 

113  270,000 


197 


24,340 


138     3,464,967 


'  strcugtlj  of 
mprised  in 
ti07  persons 
y  sUMUiu^rs, 
52  are  pro- 
rsons  ;  and 
g  214  ptT- 
l)Ut  two  of 
8  of  the  or- 
f  the  Icrry- 
jave  at  sev- 
abaiulonod. 
n  those  wa- 
823,  one;  in 


COLONIAL   AND    LAKB    TRADE. 


()67 


182^,  fim;  in  1825,  ah:;  in  182(»,  eifrf,t ;  in  \H27, four;  in  1828, /jw;  in 
182i), ////7t';  in  J830,  two;  in  lii'M,ji)ur:  Wlui,  /iirni-ncn n ;  of  wliicli 
thirty-tlirec  were  l>uilt  iit  (.'inoinniiti,  five  iil  Lonisviilc,  tlirce  nt  New 
()rl(;an.s,  luwl  the  reni;iining  six  .'it  dilh'Tcnt  poinirt  on  llie  ()lii(j.  On  the 
lakes,  exeept  litr  projiellcrs,  liigli-prcssnrc  engines  have  now  eoin[)ara- 
lively  few  ailvoe.iles,  and  within  lli(f  hist  l<>ur  or  five  ye.irs  veiy  tew  of 
ihein  have  been  l)uill. 

"  Tho  highest  of  the  navigable  wnter.'^  of  tlu?  [Jnited  Stiites  is  Lake 
Superior,  which  i.s  cinbnieed  in  the  district  ot'  Michilirniickinac,  with 
the  St.  Mary's  river,  (ireen  Hay,  nnd  die  Siridts  of  ArJickiiJiic.  Follow- 
ing the  water-flow  from  this  district,  we  reach  lh(>  Cjulfof  St.  Lawrence 
through  L.'tke.s  Huron,  Krie,  Ontario,  and  tlw  St.  Lnwrence  river;  and 
the  Atlantic  coast  by  Lake  Clianiplain  and  the  New  England  iinprovc- 
inents  in  one  direclion,  and  in  another  by  the  Erie  canal  and  the  Hud- 
son river. 

Tahulitr  stiilemcnt  (>/' steamers  on  the  rivers. 


Flac 


No. 


Ht.  LoiiIh.  . , . 
MptnuliJH  . . , . 
VickHbur^;.. . . 

Natchez 

Now  OrloaiiN. 
NaBJivillo .. . . 
Kvaiisvillo... 
New  Albany. 
Louiaville.. . . 
('incinnati . . . 
Whooling.. . . 
Pittsburg.... 


131 
3 
6 


Tuiinago.    ,  No.  olViccn),     I'lisHcngorH 
I   crew,  idc,  carried. 


81,838 
450 
937 


2,340 

15 

101 


367,793 
34,000 
46,800 


113 

18 


34,736 
3,578 


3,958 
397 


434,000 
24,340 


61  I           15,185  I  1,913  I  270,000 

111  I  24,709  I  2,789  ,  2,4(M),796 
46  7,190  I  651  :  243,170 

112  16,943  I  2,588  |  466,666 


Total. 


601 


23J,661  ,  14,752       4,287,555 


Average 
(liatancea. 


899 


750 


1,001 


In  order  to  show  correctly  the  currents  of  actual  travel  by  the  waters 
of  th(;sc  several  lines  of  interior  collection  districts,  with  the  local  move- 
ment at  the  principal  pt)rt  of  each,  the  l()llowing  statement  of  the  seve- 
ral Vm-Mi  is  presentt!tl : 


Lines  of  travel. 


1.  By  the  St.  Lawronco  and  the  lakes. . . 

2.  By  the  Missiiwippi  and  Missouri  rivers 

3.  By  the  Oliio  and  its  tributaries 

ToUl 


Number  of 
passengen. 


1,514,290 

882,593 

3,464,967 


5,861,850 


42 


.  f: 


m 


\)w\:\ 


■ 


658 


ANDItBWN      KKPOKT    UN 


Stntrmrnt  of  thr  total  iiumhrr  nf  pmnns  who  onivid  at  and  drpartnl  from 
tin:  urincipal  jutrt  a/'  earh  rollrrtiofi  ilixtritt  "/'  ////;  iiitcrnn.,  hi/  utrainrra, 
railroad  cum,  stat^c-roarhm,  canal  hoats,  and  Mram  frrry'lmitx,  during 
the  i/iar  rndiiiff  June  til),  l«S/)l. 

LINK  OK  TIIF.  NORTIIKIIN  KIIONTIKK. 


Purt*. 


Hy  uttmin- 

buiitM, 


Ry  rnilriiud 

rum. 


.1 


nurliii<{tnn \'t. 

I'lutuliiir;; N.  Y 

()j,'iluiiHliiir({ (III. , 

HitckcttV  lliirbor lo.  .1 

Capo  V'iiicoiit (III.  .1 

Onwc^ro do. .{       SU.H.'il) 


l.'i.'iJKM) 

."I.TiOtt 

U0,5*ia 


wi.hk; 


Hy 

ciiimlM. 


Ity  NtiMkiii       Total. 
Irrry-iMiiilH.' 


r>,'j.vj 


Ui)('li(!Mt(!r do. 

Jiiiwixluli lu, 

Itiitl'alt ilu. 

Krio I'a. 

Cluvclaiiil Ohio 

SiiiuliiMky  Cit3' do. 

Tolddo lo. 

Detroit Midi 

Mai'kiii.iw (In, 

Cliicn{{o III. 


.s:i,<;i.'i 


r.'3() 


:.'|ll  'J77,1.T.( 

t>!»,!H7  4.'>.'.)I4  I 

171, .Vi?   ;     ;Ksl,.'iM(i  I  4:i,(HHl    , 

(io.tj.'iii  ' 'j\,\m 


l.'i7.7.-il  ' 

I 

i!i7".'t!'ll't'j". ','.'. .'.".". 

'■ii.'iwVi'i.'i:!)' 

Total |1, 027,751)   1,3:^5, 1)11  \  HG.UOO 


'-M'.IO 

;n,H4'» 
3ti;».4:<(t 

4l,-J|-,> 

b.'i,h(H) 


I  111,  (WO 
l,-J»(l 


•J.  400  1 
•J(i,'JHO  I 


:).v.',()oo 


i»7,h7'-» 


IJ.-'iOO 

•,M4,.V.»0 

7,lt>'J 


.j(;,t;7.'i 

'^77,. -M!! 

7i.;i:u 
(ij-,',4'j:j 


l.Vt.'.MI 

;ti,H4-i 

!l|H,nV!» 
4I,'->I'J 


4H(i,540  I  'i,i)o3,073 


LINK  OF  THK  .MiSHISitiil'l'I. 


*St.  Paul,  Minni>iotn 

St.  Louis,  MiMtoiiri |     31H,713 

MenipliiK,  Tciiiic'SH(! 


VickHliiir^,  MiM>iKsip|ii . . , 
tiNdtciioz,  MisNis.-fippi. . . , 
Nuw  OrlcaiiH,  l.uuiHiaim, 


Total. 


lO.HOO 
'41!),0I.'0 


1H,.W'J 


T 


4;t,oHO  i     aH(i,:n,'> 
:i4,ooo  ,       :u,0(io 

3G,000  4(i,H0() 


■jH,.'ii:<  iH^-is-' 


1.1,000  1     4;m,o(io 


i:t4,os() 


001,17.1 


LINK  OF  TIIF,  OHIO. 


Pittsburrr,  Pennsylvania  ...       43'^,74.')  ' ' ' .17,011 

Whceliiitf,  Virjfiniii 130,170 i>7,'.)!)>S  |      lt)4,(KI0 

Cincinimli,  Oliio i»70,70(j         l.V.t,'J-<7    , i  ^>,10(»,OIH) 

MudiHon,    Indiiina,    in    tin*  '  I 

diiitrirt  of  ( 'inc-iiiiinti 70,14!)      ' 

Louipville,  Kentucky ;      1','.I,OIIO  m],Mi\    ! l.')(»,(»(IO 

•.\ew  Alliany,  Indiiinii  . . .  .■ , 

'KvariMvillc,  Indiana |         77.'>    

Na«hvillu,  TunnossuK i24,.'i40 ' I 


Total. 


y-^.'l.Ool         'Jt;j,03(i 


•  New  districts. 


I 


, .!   i,'t<,77;i    i',4Ml,l)ll 

I  I 

t  .No  enrolnu'iilii. 


•JTl.KW 
.',(;jO,0KI 

70,11!) 

;i(i(;,:iiw 


77.'i 

•j4,:mu 


3,7.V,',(;7I 


mrtnl  from 
1/  Hfrinnrrs, 
ut.i,  during 


m 

Total. 

itN. 

a:i(;,Hi6 

:i,rii)o 

)0 

l.M4,.VJ0 

t(> 

i,m 

•  •  • 

•  •  • 

.')ii.t;7:. 

•  t  • 

a77,:i4'.» 

10 

7i.:i:u 

H(l 

1     g-j-,>,4'j:j 

•    • 

1      H'j,  :):>() 

1"  ir.iMMi 

•    • 

.         ■M,^\-i 

()() 

1        !»lH,r^'j!» 

^    , 

.'         41, ','10 

•• 

.i        l!)H,Hj;j 

1 

)4() 

1  '3,  ass,  073 

wo 

MHI 

too 


3H(i,;nr) 
;j4,(HK) 

4(i,H0() 


HH)  4;fJ,0(l() 

i)s() '     iioi.n:. 


~— 

—       — 

')ll 

UtIII 

mill 

4i;(i.(;'p(; 

•JTl.KW 
Xi.OJd.OKI 

(1(10 

7(1,11:1 
a(i(;,:)iio 

•  •  •  ■ 

77;") 
•Jl.MII) 

'.til       3,7.V,',<h1 


COLONIAL    AND    LAKH    TIIADR. 
KKCAI'ITIILATION. 


C59 


Llnoi. 


fly  utoain- 

ItOlltN, 


Northern  fVontlor 1.0r27,7:)0 

MiHMiMi|i)ti  vulli>y '      74H,.'>|;) 

Ohio  liiiHiii i     U8:i,U:il 


Total 'J,75U,314 


lly    riiil- 
roiiil, 


KniV.,!)!! 


'M:>,\yM 


1,51)1,847 


My   rii- 
iiiiIn. 


wc.dun 


bO.OUO 


lly 


fly  uliwim 
Ibrry-lioul*. 


Total. 


27,873  j  4H0..')40  |  9,0.')n,073 
1H,:»H3  .  i:»4,(IHl  <)u|,175 
'J«,773     ii,4f<l,!tHi      3,7.'i!t,(i7() 


7.'i,'J-J7  ;  3,1012,536 


7,G14,*JSJ4 


It  is  not  siirpiisiii!^  iliiit  !i  first  !ini'tnj)t  to  colli'd  mid  ctnixxly  thi.s 
iiil<>rin:ilii)ii  .^^lioiild  liiivc  liillcn  slir)i't  of  cotnplcti'  .success  at  nil  |)()itits. 
The  Wonder  is,  nitlier,  lli;it  .so  in;niy  liicls  should  h;ivi'  been  ohlniiied, 
t)i"  a  reliable  character,  as  are  ;;iven  in  the  |)reee<liiif;  tables.  The  dc- 
liciencies  arc  few  in  riiiinber;  and  had  inor*'  lime;  Imcii  devoted  to  tho 
collection  of  this  particidar  class  of  tacts  in  the  Cnyalioga,  Miauja,  and 
VicUsburg  dislriets,  they  would  have  been  hardly  wortli  incntionin;^. 

There  are  several  i-enlres  ot"  interior  eonnnerc(!  and  navigation,  at 

which  it  \  ould  seeiu  ot"  inlcn'.st  lo  know  the  rnJintion  oi"  trade  and 

travel,   ;is  shown  by  natural  and  arlilieial  channels  of  coninuinicati( 

ind  the  boats  ;uid  other  desctiotions  of  conveyance   in   or   upon  tl 


)ll. 


ictn. 


One  of  these  centres  is  at  the  head  of  the  Ohio  river,  another  at  the 
i()(>t  of  Tjake  Krie,  a  third  at  \\\v  head  n  I^ake  Michigan,  and  a  fourth 
on  the  Mississippi,  below  llie  outllow  of  the  Illinois  ami  the  Missouri 
rivers.  The  heavy  conjincrce  that  centres  midway  of  the  Ohio  valley, 
though  reaching  up  the  Muskingum,  thi^  Wabash,  the  Cumberland,  and 
the  Mississippi,  by  natural  streams,  and  back  into  Ohio  and  Indiana  by 
artilicial  channels,  is  more  dhrrt  in  its  main  lines,  which  (^^tend  to 
Pittsburg  ill  one  direction,  and  to  New  Orleans  in  another.  Jn  the  first 
and  last  ttf  tla^  lt)ur  districts  named,  the  number  of  boats  and  men,  and 
the  amount  of  tonnage,  employed  on  each  of  the;  several  streatns  to 
which  'lie  trade  (tf  lliose  districts  extend,  as  well  as  th(>  travel  U[)on 
each,  are  shown  by  the  li)llowing  subdivisions  of  the  whole  number  of 
boats  ihirein  severally  eiiidllyd. 

Si//i(lirisi()u  of  llu  St.   LuiiU  dhtrirf. 


III  what  triulo. 


26 

y7 

28 
4-J 


To  Ninv  ()rlc:ui'i.  . . . 

To  Illinois  river 

To  Missouri 

To  I  pin-r  Mississippi 

To  Cairn 

Furry-lio:il.s 


131 


Tuiiiiagi! 


1. 

C     X 

"A 


I'rt'ssurn. 


[High..  Low. 


7'i)iis. 
1-J,.")7,". 

().14S 

7,o:t8 


(;-JS  !  All.   '  None. 

4!)5  I  " 

71U  i  " 

54 ;  " 

35  I  " 


31,833 


i2,340 


u 

a. 


B 
S 
'A 


(i4,008 

4S.7'.»'.I 

.')7,-J84 

14(),8J:2 

7,800 
49,080 


B 

w  2 


< 


3GG,7l»3 


bo 

a 
o 


Miles. 
1,195 

3'.'0 
1,780 

!)G0 

;.'oo 

1 


1 

■( 

i 
* 

^ 

,  i 

\ 

1 

660 


ANDREWS*   REPORT   ON 

Subdivision  of  the  Pittsburg  diatrict. 


S 

»5" 


bs> 


7 

16 
2 

2 
2 
3 
3 

42 
13 
11 
11 


112 


In  what  trade. 


I 


i  Tons. 

Cincinnati 2,451 

Monongahela  river 1,332 

Yougiiiogeny  river '  294 

Beaver  river |  203 

Wiieeling 371 

Alleghany  rivtir '  334 

Zancsville |  370 

St.  Louis,  Niishvillo,  &c.j  8,817 

Transient  boats j  1,500 

Coal  steamers !  674 

Ferry  steamers 1  594 


16,942 


The  main  trade  of  each  ot"  the  other  four  (Ustricts  named  is  in  a 
direct  line  from  the  second,  nearly  north  and  south,  hy  Lake  Michigan 
and  the  Ilhnois  river,  and  the  Ilhnois  and  Michigan  canal ;  and  (rom 
the  third  in  a  direction  imhcated  by  the  course  of  Lakes  Erie  and 
Huron  and  that  of  the  Erie  canal.  The  points  embraced  by  the  rami- 
fications of  travel,  however,  are  more  numerous;  and  hence  the 'fol- 
lowing subdivisions  are  intended  only  to  include  them,  and  show  tlie 
total  number  of  passengers  who  arrived  at  and  departed  from  the  prin- 
cipal port  of  each  of  these  districts,  by  the  several  descriptions  of  con- 
veyance mentioned,  during  the  period  included  in  all  the  preceding 
tables — the  year  ending  30th  June,  185L 

Buffalo  subdivision. 


Convoyanco. 


By  ordinary  Bteamera. 

By  propellers 

By  ferry-boats . 


By  the  Buffalo  and  Rochester  railroad 

By  the  Buffalo  and  Niagara  Falls  railroad. 
By  the  Erie  canal 


Total. 


j  No.  of  passengers 
I  arrived  at  and 
I  departed  from 
Buffalo. 


ZL. 


157,251 

14,300 

26,280 

262,386 

119,200 

43,000 

622,423 


COLONIAL  AND   LAKE    TRADE. 

Chicago  subdivision. 


661 


o 
u 

a 

ri 


•a  o 


> 

< 


a 
o 


Miles. 
479 
56,1 
33 
29 
93 
56 
257 

1,133 
150 
494 

i 


etl  is  in  a 
:e  Michigan 
;  and  from 
s  Erie  and 
y  the  rami- 
ice  the  i'ol- 
show  the 
m  the  i)rin- 
ioiis  of"  con- 
preceding 


9.  of  paMicn|r«rK 
rrivod  at  and 
pparted  from 
iuttalo. 


157,251 
14,300 
26,280 

2«2,3Ht; 

119,200 
43,000 


622,423 


Conveyance. 


No.  of  passengers 
arrived  at  and 
departed  from 
Chicago. 


By  ordinary  steamers 

By  propellers 

By  the  Galena  and  Chicago  Union  railroad. 
By  the  Illinois  and  Michigan  canal 


Total , 


81,960 

3,900 

71,253 

42,770 


199,883 


RECAPITULATION  AS  TO  TRAVEL. 


Principal  porta. 


To  and  from  St.  Louis 
To  and  from  Pittsburg 
To  an('  frum  Buffalo . . 
To  and  A  cm  Chicago. 

Total 


Number  of  pas- 
sengers. 


367,795 
466,656 
622,423 
199,883 


1,656,757 


Showing  a  recorded  movement  at  these  four  commercial  centres  of 
the  interior,  (of  the  Northwest,  indeed,)  of  one  million  six  hundred 
and  fifty-six  tliousand  stiven  hundred  and  fifty-seven  persons  in  the 
course  of  a  year,  where  tlic  resident  population  is  but  217,946.  No 
fact  can  better  illustrate  tlie  activity  of  our  people. 

By  the  national  census  for  the  year   1850,  the  population  of  each  of 
the  four  cities  at  which  this  movement  is  shown,  is  stated  as  follows  : 

St.  Louis 77,860 

Pittsburg,  40,601 ;  with  Allegheny  city 67,862 

Buffalo '. 42,261 

Chicago 29,963 

Total  (jf  the  four  commercial  centres 217,946 


uiiir 


ii 


662 


ANDREWS     REPORT   ON 


o 


1  -a 
o  V 

a,  c 
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a. 


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H 


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o 


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a 
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o 
o 


o 
o 

o 
o 


o 
o 

o 
o 
•o 


o 


io 
o 


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3 


o  -< 
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o  o 

TO  «S< 

o  o 


o  n 
o  -a" 

o  o 


St- 


O  S  5  =  S  3 
1-1  3  5  3  O  O 

CI  fT  VD  =  TO 
5'l  lO  3  W  5  IS 
•O  T  O  O  •*  <- 

CJ      >.■:  :c  CI  ^ 

i^r  to 


oooo 
ooso 

«  CT  OJ  >f5 
35  u^  1/5  VO 


r;  2  £  2  2  2 

?>  CI  X  IS  O  TO 

TJ  3  S5  —  O  lO 

—  X  (scj  5  « 

ff5  ^^  CO  C*5  O  i— 

^H      r-  y.  3  c( 


2  5  5  S  5  3 

•■^  3  w  ri  "T  — 

r5 -r  I*,  r^'  3'ri 
J,' .-  r:  ;^ 


=  9  aj4 


(O  3 

iO  o 

M3 


=*  2 

n  3 
r;  in 
X  n 


C     VE 


3  ClOO 
3  MOO 

O  3  CJ  in 
3  10  »n  i-H 
3  3  w  I^ 

o^oj  ci  (x 

— i -H  CO 
n  C5 


ooccooo 

O  ■>1'3a5 
000  05  -1< 

ocj  00  en 

C*3  ^  C3  ^ 
"9"  t-  i-lO 

co'n      CO 

r-1CJ 


•00  O  CO 

•  ^  CTSCJ 

■3X1- 

•  f  C5  CJ 

•  Fl   i-H   CO 

.  X        -^ 


3 
CJ^ 

in" 

C35 


•  in 


•  CI 

•  3 


■  "O 
•  l- 


■  CJ  cn  CO 
.  oocn  « 

!  CT)  r-  (y> 
'  en  to  r- 
'  -r  I-  en 

•  ®  -^S^ 

•  en  :a  CI 

.  3  I-  j; 


•en  3  3 
;  CO  3  o 

■  CJ  »r  « 

•  jr.i  en  to 

;  3  C^i5| 

•  crco  X 

■  X  ■/•;  3 

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in 

t-  m  en 

■n  en  >- 
.-n  )o  T 

Cl 

tc  3  en 
>n  X  — • 

i 

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CI 


COLONIAL  AND   LAKE    TRADE!. 


663 


'lOO 

-50  0 

•^  in  I— I 
;  »  I- 

rJsroD 


t,  MOO 
to  SI 

»  CD  -1* 
>J  00  CO 

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s 


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O*  l- 

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(X)       ^ 


CI 

05 


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CI 
CO 
00 

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a^  t~ai 

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to  sot- 

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CO 

1-        "T 

f 

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c» 

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o 

h  -rj  -r  «o 

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«— t 

■  coo 

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s 

■  O  CO  CO 

irs 

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^H 

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.  iC  X  — ' 

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>■->■- 

ICjP'ft. 


The  total  amount  of  property  thus  shown  to  liave  been  destroyed  on 
the  Inkes  and  rivers  of  the  interior,  in  the  course  of  the  year  which 
ended  on  the  30tti  day  of  June,  1851,  is  much  below  the  common  esti- 
mate. But  it  is  here  presented  only  as  an  approximutiun,  to  receive 
just  so  much  respect  as  statements  made  up  in  the  miuiner  of  this  are 
generally  entitled  to.  It  is  perhaps  quite  as  likely  to  bo  nenr  the  truth, 
however,  as  the  exaggerated  estimates  usually  made  in  such  cases  by 
interested  parties  who  have  a  particular  purpose  to  subserve.  And 
with  reference  to  it,  must  be  steadily  borne  in  mind  the  fact,  heretofore 
mentioned,  that  the  year  embraced  was  one  of  unusual  exemption  from 
serious  disasters  on  the  lakes  and  interior  rivers  of  the  United  Slates. 

A  list,  containing  the  names  of  G18  steamboats  lost  on  the  rivers  of 
the  Ohio  basin  and  the  Mississippi  valley,  from  the  period  of  the  first 
introduction  of  steam  navigntion  thereon  to  the  close  of  the  year  1848, 
has  heen  prepared  by  Captain  Davis  Embrce,  one  of  theohlest  steam- 
boat masters  ever  engaged  upon  the  western  waters. 

This  list  shows  the  place  where,  and  the  time  when,  each  of  the 
boats  so  lost  was  built;  the  amount  of  its  tonnage;  the  date  of  its  loss; 
the  length  of  time  it  had  been  running  when  lost;  its  original  cost;  the 
depreciation  of  its  value  by  use;  and  the  sum  finally  lost  in  its  de- 
struction. Of  the  618  boats  it  embraces,  45  were  lost  by  coUismis,  104 
hyjirrs,  and  409  by  snags  and  other  (jbstructions  to  navigation. 

The  foUowing  statement  shows  aggregate  results : 


Causes. 


Lost  by  collisions 
Lost  by  tires  . . . . 
Lost  by  snags . . . 

Total 


Ninnhcr  of  I    Tonnage.     Original  cost, 
boiits.       i  '■ 


4'i 
104 

4t;9 


7,7G9 
:2>i,()58 
*9,'261 


$730,286 
'J,  064, 5 12 
7,104,950 


Depreciation 
of  value. 


Final  Iobb. 


$346.76-2  I 
1,096,143  i 
3,733,852  'i 


$383,524 
968,. S69 

3,368,088 


618 


109,088    •    9,899,748  I    5,176,757  :      4,719,991 


The  losses  sustained  through  explosions,  collapsing  of  flues,  and 
bursting  of  steatn-j)ij)es,  are  not  includcMl  in  this  statement.  With 
reference  to  losses  ot"  those  descriptions,  some  interesting  information 
is  given  at  the  close  of  Captain  Knibiee's  list,  as  also  concerning  the 
average  life  of  steamboats  on  the  western  waters,  the  subjects  of  marine 
insurancf'  th(>r(^on,  the  monthly  and  yearly  cost  of  runninp  boats,  &e. 

The  history  of  the  rise  and  progrt\<s  of  tlie  steam-marine  of  the 
Uniteil  Stales  is  one  of  llie  most  interesting  and  wonderful  things  in  our 
national  advancement.  Although  on(^  steamboat  was  built  at  Pittsburg 
as  early  as  llu^  year  1811,  and  although  elrvi  a  other  boats  were  built 
on  tl'c  Ohio  river  and  its  headwaters  within  liic  next  fiv<^  vears,  it  was 
not  until  the  yt.'ar  1S17  that  steam  navigation  could  be  said  to  have 
been  fairly  introilueed  u|)on  the  Mississippi  and  its  tributaries.  Previous 
to  this  year,  there  were  twi'lve  steamboats  upon  these  waters,  having 
an  agfircgiito  carrying  capacity  of  2,235  tons.  Krom  1817  to  1834,  the 
number  of  boats  increased  to  230,  and  the  aggregate  of  toimage  to 
39,000  tons.  In  1842  there  wen;  475  boats  on  the  same  waters:  in 
1851  tliis  number  had  been  incrtjased  to  GOl. 


'!l 


n'-:  '' 


^■■J:, 


664 


ANDREWS     REPORT   ON 


Official  reports  made  to  the  Treasury  Department  in  1842,  stated  in 
detail  the  steamboat  tonnage  on  the  Mississippi  and  its  tributaries  in 
that  year.     The  following  tabic  shows  the  increase  from  1842  to  1851. 

Comparative  Statement. 


Distriuta. 


Tonuago. 


1842. 


New  Orleans. 
Saint  Louia. . 
Cincinnati  . . . 
Pittsburg  . . . . 
Louisville.. . . 
Nashville  . . . . 
Wheeling  . . . 
Vicksburg.. . . 
Memphis  . . . . 


Total. 


23,1. "is 

14,725 

12,02.5 

10,107 

4,(518 

.3,810 

2,51)5 


1851. 


76,033 


.34,736 

31,834 

24,709 

16,943 

15,181 

3,578 

7,191 

938 

450 


135,. '560 


Increase. 


6,. 583 
17,109 
12,684 

6,836 
10,563 


Decrease. 


232 


4,. '596 
938 
4.'iO 


59,7.59 


232 


Tlie  year  following  the  real  commencement  of  regular  steamboat 
navigation  on  the  waters  of  the  Mississippi  and  its  tributaries,  (1817,) 
the  first  steamer  employed  on  the  upper  lakes  was  built  and  launched 
on  Lake  Erie.  In  1819  the  waters  ot  Lake  Huron  were  first  ploughed 
by  the  keel  of  a  steamer,  and  in  J826  those  of  Lake  Micliigan.  In 
1832  a  steamboat  first  appeared  at  Cliicago,  and  in  1833  there  were 
but  eleven  small  steanjers  on  the  tiirce  lakes  named.  This  date  may 
therefore  be  fairly  taken  as  that  of  the  real  commencement  of  steam- 
boat navigation  on  the  upper  lakes. 

Ten  years  later  (February,  1843)  a  report  was  made  to  Congress  of 
the  number  and  tonnage  of  steamboats  employed  on  those  waters, 
"from  January  1,  1841,  to  January  1,  1843."  Though  this  is  a  very 
loose  way  oi"  stating  a  maltcM-  ol"  this  kind,  and  does  not  give  the  true 
amount  of  the  steam  tonnage  curolled  and  employodin  either  owt'of  the 
two  years  included — necessarily  overstating  it — yet  the  iiicts  thus  {)re- 
sented  arc  used  lor  the  pur[)o.se  of  comjiaring  them  with  liiose  now 
ascertained,  as  showing  correctly  the  steam  toiiiiiige  of  the  year  which 
ended  on  the  3l)th  June,  1851. 

Omjni rat i ve  Statement. 


Distrtcu. 


Buffalo  creek. 
Prcsquc  Isle. . 
Cuyahogii . . . . 

Miami 

Dotioit 

Mackinaw.. . . 
Chicago 


Total. 


Tonnage. 


1841-'43. 


1851. 


6,773 
2,813 

1,8.55 

(s«7 
2,053 


25,990 
5,691 
6,418 
1,745 

16.469 

1,746 

6.52 


14,381 


58,711 


19,217 
2,878 
4,563 

14,416 

1,746 

652 

44,330 


,  stated  in 
utaries  in 
2  to  3851. 


Decreaso. 


232 


j  232 

Steamboat 
cs,  (1817,) 
1  launched 
t  ploughed 
higan.  In 
tliere  were 
5  date  may 
of  steam- 


sc 


ongress  of 

waters, 

is  a  very 

ve  the  true 

•owtof  the 

s  thus  pre- 

iliose  now 

ear  wliieh 


Inrroasp. 


19,217 

•J,  878 

4,5(i3 

8.'>8 

11,416 

1,746 

652 


COLONIAL  AND  LAKE  TRADE. 


665 


These  comparative  statements  show  that  in  a  period  of  nine  years  the 
steamboat  tonnage  of  the  Mississippi  valley  has  nearly  doubled  itself, 
and  that  in  a  period  of  eight  years  that  of  the  upper  lakes  has  more 
than  quadrupled  itself:  very  significant  facts  touching  increase  of  popu- 
lation, production,  and  trade. 

The  average  size  of  steamboats  now  running  on  the  kikes  is  found  to 
be  437  tons ;  that  of  the  steamboats  of  the  Ohio  basin  206§f  tons ;  and 
that  of  those  of  the  lower  and  upper  Mississippi,  the  Arkansas,  the 
Missouri,  and  the  Illinois  rivers,  273^,.  On  the  Mississippi  and  Ohio 
rivers  there  are  many  steamers  of  from  300  to  500  tons  each,  and  a 
number  from  600  to  800  each;  but  the  large  number  of  light-draught 
boats,  built  to  run  in  periods  of  low  water  on  those  rivers,  and  in  all 
seasons  on  the  smaller  streams  emptying  into  them,  carry  the  general 
averages  down  to  the  figures  given  above.  Several  of  the  passenger 
steamers  of  the  lakes  are  of  eleven  hundred  tons  and  upwards  each. 

Comparative  Statement. 


Number. 


Northorn  lakes  of  the  United  Stntos. 

Mississippi  valley do 

Ohio  basin do 


164 
253 
348 


Total  for  interior  of  the  United  States. 


765 


Tonnage 


Tons  and  95<As. 
69,165  87 
67,957  84 
67,601  31 


204,725  12 


The  cost  of  steamboats  on  the  lakes  and  rivers  of  the  interior,  varies 
from  eight  to  ninety  and  from  ninety  to  one  hundred  dollars  per  ton. 
Taking  the  lowest  price,  which  is  that  attainable  in  the  Ohio  basin,  as 
the  standard,  we  have  ns  th(?  original  value  of  the  204,725g-|  tons  of 
steam  tonnage  engaged  in  the  trnnsportation  of  passengers  and  the 
carrying  trade  on  tlie  lakes  and  rivers  of  the  United  States,  tor  the 
year  ending  June  30,  1851,  an  riggregate  of  sixteen  million  three  hun- 
dred antl  seventy-eight  thf)usand  dollars;  an  amount  of  capital  that 
goes  entirely  out  of  existence,  and  has  to  be  re-invested  every  three  and 
a  half  to  four  years — the  period  of  tlie  "natural  life"  of  a  steamboat  on 
the  waters  of  the  interior. 

This  fact  indicates  vciy  clearly  *A\v  immense  extent  of  the  employ- 
ment provided  and  of  the  material  consumed,  in  keeping  up  tlie  steam 
tonnage  of  the  United  States  to  the  standard  required  by  the  travel  and 
trade  of  the  countrv. 


ll 


:     i 


44,330 


666 


ANDREWS     REPORT    ON 


Statement  of  the  numher  of  steam  and  sail  vessels  enrolled,  registered,  or 
licrnsed,  in  the  several  collection  districts  of  the  United  States,  that  were 
lost  on  the  lakes  and.  rivers  of  the  interior  in  the  year  ending  June  30, 
.1851,  with  the  cause  and  manner  of  loss,  and  the  number  of  yersons  who 
perished  thcrebij. 


Numb 
By  fire. 

sr  of  vessolfl  lost. 

Number  of 
persons  lost. 

Districts. 

By  tem- 
pest. 

By  col- 
lision. 

By 

Total. 

On  the  lakes. 

S 

> 

1 

a 
O 

4) 

> 

i 

O 

2^ 

E 

> 

5 

2, 

2 

Lakes. 
Rivers. 

3 

Vermont,  Xt 

1 

Chaniplaiii,  »\ew  Vork 

..... 

1 

Oswcfrati'liie,  New  York 

...!L...|.i..i.... 

Capo  V'inc^ent,  Now  York.... 



Sackett'a  Marlior,  New  York, 

15 

2 
1 

4 

"(1 

, 

Osweiro.  Now  York 

4 

o 

23  |.... 

93 

Genesee,  New  York 

Niagara,  Now  York 



i 

Bultalo  Creek,  New  York  .. . 

8 
1 

" 

8 

1 

a 

1 

>  •  ■  . 

11    .... 
4  '.... 

8  j.... 

1] 

Presqiio  Isle,  Poinisylvania  . . 
Ciiyaiioga,  (Jiiio 

i 

4 

1 

H 

Siiiidusky,  Ohio 

^ 

Miami,  Oliio 

■"*V"' 

1 

Detroit,  Mirliigan 

3 

o 

....!.... 

1         0 

i"  "  ■ 

Miciiilimackinao,  Michigan. . 

1 

IVIilwaukio,  VVisc'onsJJM i.  . . . 

.  .  J 

1 

Cliicago,  Illiiioi>i 

...y.... 

1   .... 

.... 

3  i.... 

i 

20  ' 

"0 

Minnesota,  Min 

1 

St.  Louis,  Missouri 

' 

1 

....     4 

"s" 

'» 

....     97 

97 

Me/n|>his,  Tennessee 

Vicksbiirg,  Mississippi '.  ■ .  ■ 

::::;::j::::!:::; 

1 ! 

Natchez,   Mississijipi i.  . . . 

:....!.... 

1.... 

New  Orleans,  Louisiana 

" 

....     1 

.... 

1 

....    17 
....     1 

....{  5, 

SI 

Nashville,  TenncRsee 

Kvaurfville,  Indiana 

1 

, 

New  Albany,  Inilian.a 

,      , 

. .  j. . . 

Louisville,  Kentucky 

Cineiiniati,  Ohio 

"]■' 

— 

3 
11 

4 
1"; 

....     7 

. . .  .i  34 

.  .  .  .'     2«» 
....j  451 
1 

2!) 
451 

Wheeling,  Virginia 

Pittsburg,  Pennsylvania 

1 

' 

....    a 

1 

1 

Total 

33  1 

1 

o 

3 

28 

G 

13 

XS 

42  i  33 

07     628 

fi91 

In  llii.s  lal)Ir  wc  find,  ;it  tliice  periods,  the  rollowinciuiinbrr  ot"  boats, 
with  llicir  tfinimgr,  wliich  have  Ik-cu  l»nilt,  worn  out,  and  lost  by  dis- 
aster.'^,  in  tiio  wo.st,  prior  to  llic  vfar  18-10: 


Boats. 

Tonnage, 

.\verago  tonnage. 

Average    nimil>er    of 
years  they  lasted. 

684 
5.52 

120 

lOC.l.r) 
!tO,7!tl 
HO, 220 

155 
164 

101 

4 

3 

1,«)5() 

277,146 

167 

3} 

ristercd,  or 
■s,  that  were 
,g  June  30, 
^)crson!t  who 


Number  of 
persons  lost. 


'k 

f. 

1  M 

% 

>-• 

a 

u 

, 

SI 

ja 

-3 

^ 

^^ 

i 

c 

a 

O 

O 

O 

H 

1 

...1.... 

1    1 

1    j 

...... 

1 

■"23!::!: 

1 

23 

i 

!iii  .... 
.  4!.... 

.  8  i 

11 
4 

8 

. . .  j 

1,... 

1 

.1  20  .... 

20 

....   97 

97 

....!.... 

....!.... 

■•••1  " 

51 

, 

'■■'      1 

T.:..!  '29 

1....  451 
i 

29 
4.')1 

1 

i"""i"" 

CI     r>2^ 

(595 

)(M"  ot  boats, 
lost  by  <lis- 


0    niimbor    of 
tlu-y  lastiul. 


3J 


COLONIAL    AND    LAKE    TRADE.  667 

RECAPITULATION. 

Boats  built  prior  to  1849 l,rM 

Boats  lost  Ity  disiiHtcra  (nearly  44^  per  ecnt) 736 

Losses  on  boats,  as  per  tables $r>,G43,791 

Losses  on  cargo 12,098,529 

Total  loss 1H,342,320 


GENERAL   AVERAGES. 

Of  tbo  765  stonm-vessols  on  the  waters  of  the  interior,  164  run  on 
the  hikes,  and  601  on  the  rivers. 

Of  the  aggregate  tonnage  of  these  76.5  steam-vessels  of  the  interior, 
(viz :  204,725  tons)  69,165  U  tons  is  upon  the  lakes,  and  135.559^ 
upon  the  rivers. 

Of  the  164  steam-vessels  on  the  laki!s,  105  are  ordinary  steamers, 
52  are  propellers,  and  7  are  ferry-boats. 

Of  the  601  steam-vessels  on  iho  rivers,  -558  arc  ordinary  steamers, 
and  43  are  ferry-boats. 

The  average  tonnage  of  all  the  steam-vessels  on  the  lakes  (ferry- 
boats excepteil)  is  437  tons. 

TIk^  average  tonnage  of  all  the  steam-vessels  on  the  rivers  (ferry- 
boats exeepted)  is  23.5,}  I  tons. 

Th(>  average  tonnage  of  ilie  ordinary  steamers  on  the  lakes  is  503||- 
tons,  and  that  of  tii<>  propellers  302^?  tons. 

The  average  number  of  persons  employed  on  the  ordinary  steamers 
of  th(;  lakes  is  19^  to  eaeh  ;  and  the  numbers  employed  on  the  propel- 
lers is  15^  to  eaeh. 

The  average  number  of  [)ersons  employed  on  the  ordinary  steamers 
of  the  rivers  is  26  to  (>aeh  ;  the  boats  of  the  Ohio  basin  averaging  a 
fraction  t/iidcr  26,  and  those  of  the  Mississippi  valley  averaging  a  frac- 
tion over  2(i. 

The  7  steam  terry-boats  enrolled  on  the  lakes  measure  555§5-  tons; 
the  43  steam  li'rry-boats  enrolled  on  tlie  rivcMS  measure  4,177;I -,  tons. 

Of  the  558  ordinary  steamers  on  the  rivers,  317  an^  enrolled  in  the 
districts  of  the  Ohio  basin,  and  241  in  those  of  the  Mississippi  valley. 

Of  the  157  ordinary  steamers  and  propellers  on  the  lakes,  31  are 
(enrolled  on  liake  ('hamplain,  the  St.  liawrence,  and  Lake  Ontario  ; 
66  are  enrolled  on  Lake  Erie;  and  60  at  Detroit  and  on  the  lakes 
above. 

Of  tlu' 43  steam  ferry-boats  on  the  western  rivers,  31  are  in  the  Ohio 
basin,  and  12  in  the  Mississip[)i  valley. 

A  remarkable  e<iuality  is  tbund  to  «'xist,  at  the  present  time,  in  the 
distribution  of  the  steam  tonnage  of  the  interior  among  the  several  lines 
of  navigation  hen'totbre  specified  : 

The  line  of  the  St.  Lawrenei;  and  tlu>  lakes  has  69,165^1  tons  of  it; 

The  line  of  the  Mississippi  valley  has  67,957^1  tons  of  it ;  and 

The  line  of  the  Ohio  basin  has  67,601^1  tons  of  it. 


mli 


■  I  L 


:»  .  \ 


\U  h 


668  Andrews'  report  on 

The  17,607  persons  employed  on  the  8tcam-v(!ssels  of  the  ir"  >rior, 
as  officers,  crews,  &c.,  arc  distributed  us  follows: 

On  the  lakes  and  the  St.  Lawrence 2,8/55 

On  the  Mississippi  river  Jind  its  tributaries 6,414 

On  the  Ohio  river  and  its  tributaries 8,338 

The  tabular  views  of  vessels  lost  on  the  waters  of  the  interior,  shows 
a  total  loss  of  118 — 76  on  the  rivers,  and  42  on  the  lakes. 

Of  this  whole  number,  35  were  lost  by  tempest,  31  by  fire,  19  by 
collision,  and  33  by  snags.  All  the  losses  on  the  rivers  were  of  the 
class  f>["  boats  denominated  "  ordinary  steamers"  in  this  report.  Nearly 
all  the  losses  on  the  lakes  were  of  sail-vessels,  schooners  and  brigs. 

The  loss  of  lives,  as  shown  by  same  tabular  view,  amounted  to  a 
total  of  695  for  the  year — 628  on  the  rivers,  and  67  on  the  lakes.  This 
statement  is  ])robabry  under  the  truth,  except  as  to  the  Cincinnati  dis- 
trict, which  is  thought  to  have  more  assigned  to  it  in  the  table  Uian  its 
real  proportion  of  the  fatal  calamities  of  the  year.  But  this  information 
is  always  difficult  to  obtain,  and  can  hardly  be  had  in  an  entirely  re- 
liable f()rm  without  a  more  determined  and  longer-continued  eflbrt  than 
was  possible  in  the  present  instance. 

GRAND    RESULT. 

The  entire  steam-marine  of  the  United  States,  employed  on  the  coast 
and  in  the  interior,  separate  and  combined,  is  shown  in  the  following 
tabular  view,  with  the  aggregate  tonnage  thereof,  the  total  number  of 
persons  engaged  upon  the  same  as  olHcers,  crew,  &c.,  and  the  entire 
number  of  passengers,  distinguishing  between  those  conveyed  upon 
ferry-boats  and  those  conveyed  upon  steam-vessels  of  all  other  descrip- 
tions. 

United  State!  stcnin-marinc 


Description  of  vobhoIs. 


Coail. 


No.        Toniiaijc. 


Ocean  steamers <)G 

Ordinary  steamers ,'J8',* 

Propollera I  (>? 

Steam  ferry-boats I  H(l 


Tons.  flSMji. 
91,475  60 
{>(»,73«  40 
lt>,245  73 
18,041  13 


ToUl  coast I     mb     ai^J.-WO  91 


InUrii'r. 


Oriliiiary  steamers . 

Propellers 

Steam  ferry-boatt< . . 


CC3 


50 


184.aC->  32 

15,729  12 

4,733  (J3 


Total  interior I     7G5     204,725  12 


No.  of  I     Pressure. 

officers,  I 

crew,  I 

&c-      I  High.  I  Low. 


4,548 

G,311 

542 

3(J9 


3 

152 

50 

10 


11,770  I     215 


1G,57G  615 
817  I  .50 
214  I       50 


1    Passengers 
carried  unnu- 
I        ally. 


93  190,993 

230  3,782,572 

17  i  53,705 

70  1  29,315,576 


410  j     33,342,846 


4H  !      2,714,874 

2  !  44,440 

...}       3,102,531 


17,607  I     715  j      50  |      5,861,845 


le  r 


>nor, 


.  2,855 
.  6,414 
.  8,338 

rior,  shows 

Rre,  19  by 
'crc  of  tlie 
It.  Nearly 
}  brigs. 
)unleil  to  a 
akos.  This 
ciniuiti  dis- 
i)h;  than  its 
infortnalioii 
?ntir(>ly  ro- 
eflort  than 


COLONIAL   AND   LAKE    TRADE. 
IIECAI'ITULATION. 


669 


Stcnm-niarino  of  tlio  United  Stales — CoiiHt 
Stcnm-niarino  of  the  United  StatCH — Interior 


Total 


Tonnage. 


Tons  and  O.VVi. 
2 12, 500  91 

204,72.'-)  12 


417,22fi  OH 


lly  ferry-boats.      By  all  other 

'    Btettni-VC880l8. 


PuBsen^urH  of  the  coast  diviHion i      29,31.'i,57(> 


Passonjreis  of  the  inlorior  diviHion. 


3,i02,r);n 


4,027,270 
2,759,314 


1  s 
ill 


Total 32,418,107 


(J,  786, 584 


on  the  coast 
10  following 

number  of 
d  the  entire 

yed  upon 
ler  dcstrip- 


j    PasscngerH 
carried  unnii- 
ally. 


190,993 

3,782,572 

53,705 

29.315,570 

33,342,846 


2,714,874 

44,440 

3,102,531 

5,861,845 


The  strength  of  tht;  steam-marine  of  t lie  United  States  is  thus  shown 
to  be  comprised  in  thirteen  hundred  and  ninety  vessels,  measuring  four 
hundred  and  seventeen  thousand  two  hundred  and  twenty-six  and  -9-4 
tons,  and  manned  by  tw(;nty-nine  thousand  three  hundred  and  seventy- 
scven-men. 

MARINE    DISASTERS    ON    THK    WESTERN    WATERS    IN    1852. 

The  annual  statements  of  marine  disasters  on  the  western  rivers  and 
lakes,  during  the  year  ending  December  31,  1852,  exhibit  serious  re- 
sults. On  the  rivers,  78  steamers  have  been  lost :  48  of  which  were 
snagged,  16  destroyed  by  explosions,  4  by  fire,  and  the  remaining  10 
by  various  other  mishaps,  such  as  collisions,  wrecks,  &c. 

By  these  disasters  454  lives  were  lost. 

In  addition  to  the  above;  losses  to  the  steam-marine  on  the  rivers, 
there  were  lost  4  barges,  73  coal  boats,  32  salt  boats,  and  4  flat-boats. 
The  aggregate  loss  of  property  attending  these  casualties  is  not  ascer- 
tained. 

On  the'  hike  or  northern  frontier,  the  annual  statement  of  Captain  G. 
W.  Hounds  exhibits  the  loss  of  life  f()r  1852  at  296,  and  of  property  at 
$992,659.     He  recapitulates  the  losses  as  follows : 

Amount  of  loss  by  collisions $261,950 

Do.            by  other  casualties 730,709 

Do.            by  steam  vessels  has  been 638,620 

Do.           by  s!ul do do 359,039 

Do.           by  Amer'n  do do 907,487 

Do.           by  British    do do 65,172 

Do.  on  Lake  Ontario  by  steam ^49,350 

Do.  on do bVsail 29,589 

78  939 


■'.M 


ij"  n 


670  ANDRE Wh'    report    ON 

Amount  of  loss  on  Lnko  Eric  by  slcam $543,470 

Do do. . . . I)V  sail 197,830 

; $741,300 

Do.  on  Lake  Huron  hy  strain 1(),('00 

Do.  (If) I)y  sail 53,000 

09,600 

Do.  on  Lake  Michigan  by  steam 800 

Do.  do by  sail 78,020 

78,820 

Do.  on  Lake  Superior  by  stoam 24,000 

Of  llio  229  disasters  here  detailed,  7  oeeurred  in  the  month  of  April, 
19  in  May,  24  in  .Tune,  15  in  .inly,  1(J  in  August,  21  in  September,  27 
in  October,  85  in  November,  (55  in  one  gale  of  the  11th  and  12th,)  and 
15  in  Deo(Mnber.  Six  steamers,  7  j)ropellers,  and  35  sail  vesst^ls  have 
gone  ont  of  existence  entirely.  In  many  irkstanees  the  amount  of  losses, 
as  above  stated,  hav«;  been  matters  of  estimate,  as  many  must  neces- 
sarily be  ;  but  much  pains  and  can*  have  been  taken  to  |)roeure,  in 
each  ease,  the  opinion  of  competent  uk'u  who  M'ere  most  familiar  with 
the  circumstances. 

These  statements  show  the  wholi^  number  of  lives  lost  on  the  western 
waters  in  1852  to  have  been: 

On  the  rivers 454 

On  the  lakes 29G 

Total 750 


NEW   ORLEANS,    LOUISIANA. 


The  city  of  New  Orleans  is  siluateil  on  the  left  bank  of  the  Missis- 
sippi river,  about  100  miles  from  its  mouth,  in  latitude  29^  57'  30" 
noilh,  and  longitude  90^  8'  wi'st.  Jt  is  953  miles  below  the  mouth  of 
the  Ohio;  1,149  below  the  mouth  of  the  Missouri,  by  the  (M)ursc  of  the 
river;  1,397  miles  in  a  direct  line,  southwest  from  New  York;  1,012 
from  Boston;  aiul  1,172  liom  Washington  bv  post-route.  The  popu- 
lation of  the  city  in  1800  was  about  8,000;  "in  1810,  17,242;  in  1820, 
27,170;  in  183(),  46,310;  in  1840,  102,193;  and  in  1850,  with  its 
sui)url)s,  125,000;  showing  a  duplicalinn  ot'  inhabitants  during  the  last 
hall  century,  on  the  average,  once  in  twelve  years.  This,  considering 
the  character  of  the  cliniMie,  and  tin;  iiict  that  only  about  six  months  ot 
each  year  are  devotcHl  to  active,  business,  is  very  extraordinary.  The 
busini\>;s  pojjulation  has  always  be<n  somewhat  migratory  ;  many  per- 
sons going  there  iltr  the  transaction  of  business  during  the  winter  season, 
anrl  returning  north  to  speml  the  sunnner  months. 

For  coinmercial  purposes,  Nt^w  Oilcans  occii[)ies  a  very  superior  and 
commanding  situation.  It  is  the  natural  niiri jiof  l()r  supplies  destined 
to  all  parts  of  tlie  Mississippi  valley,  as  well  as  the  dfjxd  ini  those  pro- 
ducts ot"  that  salubrious  legion  wliicli  seek  a  market  seaward.  IW 
m"ans  of  the  Mississippi  river  and  its  tributarii-s,  an  inland  trade  is 
opened  to  her  grasp,  the  magnitude  ol  which  has  never  been  (^pialled. 
Steamers  may  leave  her  wjjarvcs  and  proceed  on  voyages  ol"  several 


COLONIAL    AND    LAKB    TUADB. 


671 


the  western 


'  suj)oni)r  ;iii(l 
)lits  (Icsliiitd 


ihouanml  milos  witlioul  hnnikin;;  bulk.  Tlio  Misisissippi  jiiul  its  iifllui'Ula 
aiT  lliiiikcd  on  ritlicr  side  hy  cxlciisivt!  tcrrilorics,  iiiisiirpiisscd  in  licli- 
lUiss  ol'  stiil,  wliicli  rciidily  yield  ii  luirvesf  lo  tlu*  liihorn  (tf  llu;  ii^'iieul- 
tiiralirtl,  wlK'llier  it  lj(!  ofciine,  (jorii,  or  cottoi).  These  iire  tin-  piineipid 
stiii)les  of  the  Vidh'y,  find  the  receipts  ()t"(^;ieh  of  their  pinduels  :ii  New 
OruMiis  are  riipidly  iiicreiisiii/j;.  Hei('t()li)re,  the  liver  has  iieeii  theoidy 
chunnel  depended  uj)()n  lor  then-  traii^porliition.  Several  line,-;  of  rail- 
way are  in  process  of  construction  now,  ln)wever,  to  liiciliiato  the  trans- 
portation of  (potion  and  sugar,  produerd  at  a  dislrince  from  tlu>  river,  to 
market,  ami  thus  enlarge  the  area  of  production.  Tlie.s(!  bulky  j)ro- 
(lucta  will  not  heai-  an  exten?iv(.'  land  carriage  by  tlu;  old  mode,  and 
result  in  wealth  to  the  producer;  but  the  construction  of  railways  lor 
iheir  cheap  transit  to  thf;  river,  even,  will  not  only  change  the  prospects 
of  the  interior  planters  ibr  tlii^  luster,  but  will  add  greatly  to  the  wealth 
id  conunerce  of  New  Orleans,  which  is  eminently  a  pla(;e  of  exchange 


at 


10 


nd  distribution.  It  is  the  great  depot  of  the  southweslern  plantations 
when!  cotton  and  sng.ar  crops  are  bought  and  sold  while  still  in  ih( 
field,  or  "  aflvaneed  "  upon  prosprclively  if  necessary.  Il,  has  also  an 
extensive  trade  with  Texas,  Mexico,  and  the  (julf  ports,  as  well  as  a 
very  liea\y  ii)reign  exi)ort  trade.  These  facts  will  b<!  fully  illustrated 
by  the  accom|)anyiiig  tables.  She  has,  liesides,  a  large  coasting  trade 
with  the  Ailantit"  ports,  the  value  of  which  can  only  be  known  generall}' 


)V   Its  !( 


suit 


Since  the  actpiisition  of  ('alit()rnia  by  the  I'nited  Stales,  and  tin;  dis- 
covery (»f  its  mineral  wealth,  and  the  eonsennerit  opening  of  important 
trade  to  the  Pacific,  the  relative  inqiortance  of  New  OrU-ans  to  Now 
York  and  oilier  Allanlie  eilii  s  lias  not  been  as  well  maintained  as  it  was 
belbre.  The  Atlantic  eiiies,  but  [larticularly  New  York,  have  received 
most  of  the  Calilbrnia  trade  and  commerce,  owing  to  the  establishment 
of  lines  of  j'Xlensive  o(.'ean-steamers  via  l^anama  and  Nicaragua,  and 
the  many  steamers,  and  clipper  and  other  ships,  engaged  in  such  trade 
iVoiii  those  ports,  sent  aroiuid  ('ape  Horn.  Sanguine  expeetalions  are 
eiitertaiu(Hi  in  New  Orleans  oi  ilie  liiNorable  results  to  that  city,  in 
respect  to  the;  Pacific  trade,  when  the  (iull  or  Tehuantejiec  route  is 
opened,  either  as  a  route  ol  passage  tiir  ships  l»v  canal  or  a  route  of 
transit  by  railway.  Doubtless,  these  anlicipations  would  be  realized; 
bul,  at  the  same  time,  the  ;idv;iiii;iges  of  such  route,  il,  is  believed, 
would  accrue  in  an  eipially  lii\(:iible  degree  to  ihe  Atlantic  ports. 
Till"  I'apitaK  shipping,  and  seamen,  su|)plie(l  by  ihoi-e  cities  lo  the 
whaling,  I'acilic,  China,  and  East  India  trade,  eould  not  readily  be 
transli  rred  to  New  Orleans,  even  with  the  great  ailvanlages  such  route 
would  ailbnl  that  eily.  As  liie  recipient,  however,  of  the  vast  and  in- 
estimable resouri'cs  ol"  the  Mi-;si>sippi  valley — which  natural  advantage 
can  lu'ver  be  destroyed  by  ..ililieial  eommunieatioiis  from  ihal  valley  to 
the  Allanlie — New  Orleans  will  maintain  its  rank  as  tine  ol"  the  largest 
eonimer<'ial  cities  of  the  worhl. 

To  present  some  ot"  llit;  advantages  enjoyetl  by  New  Orletnis  as  a 
commercial  city,  the  liillowing  extracts  are  made  from  an  article  pub- 
lished ill  Di  linir's  Iliriiir  in  IS-KJ,  prepared  by  llie  present  As>istant 
Secrclaiy  of  the  Treasury,  William  Ii.  Ilodge,  esip  Mr.  llodge  ha\  ing 
been  Ibr  many  years  a.  lesident  of  New  Orleans,  intimatel}'  and  person- 


il' 


672 


ANDREWS     RKPORT    ON 


nlly  corinrctj'd  with  tho  hiiniiicss  iiifnt'sis  of  the  city,  wna  fully  compo- 
tciit  to  do  jiisticM'  to  the  .Mul»j(!ct  wliii-li  lie  luis  discussed. 
Mr.  Ilodyc  sjiys: 

"No  city  of  tin-  World  Iiiih  ovvv  adv;iii(;i'd  iis  a  mart  of  comiiiprct! 
with  such  ^'i^'fiiitic  iiiid  nipid  strides  iis  iN'cw  Orli'iiiis. 

"Her  couimcrci.d  lili'  iii.iy  he  said  to  date  ntti'r  the  c(!ssioii  of  Louis- 
imi!'  to  the  I'liitcd  Slates,  in  J^iO.'},  as  prt-vious  to  that  her  c-omiiii'rcc 
was  insignificant;  and  yel,  in  this  short  period  of  ahout  li)rty  years,  she 
alrea<ly  ranks  as  the  J'lmrth  cifi/  of  the  \V(»rld  tor  the  magnitude  and 
value  of  her  cnruuieree,  being  exceeded  only  hy  r<ondou,  Livt-rpool, 
and  New  York,  The  li)rt'in  importations  of  New  York  greatly  exceed 
those  of  New  Orleans;  hut  if  the  whole  ol"  the  tJ)reign  and  coasting 
trade  of  both  ports  are  taken  into  view,  it  might  be  a  matter  of  doubt 
whether  the  A«//-,  and  possibly  ilu;  niliic  of  merchandise  thai  eti'ers  and 
Icfives  the  mouth  of  ihe  ^fissi'^sippi,  is  not  fully  t<[\ial  to  :!iii!  which 
enters  and  leaves  Sandy  lltHtk.  At  any  rate,  if  it  is  mim  !•  ■  i  v.illin 
a  very  tiw  years  not  oidy  e(|ual  but  cxcei-d  it,  and  ;  i  ce  Xew  Orleans 
the  third  in  rank  of  lh<^  conuiiercial  cities  of  the  woil.I.      *       •       • 

"  TIk'  tacilities  and  convenience  of  Iran  aetii'.:;  bnsines.  ru  New  Or- 
leans are  fidly  e(iual  to,  and  in  many  res[)cct  uhcrior  to  those  ol'  any 
other  place.  It  is  the  centre  of  inmieusc  exchangt^  opi  raiieiis,  and  any 
amount  of  lunds  can  at  all  limes  be  obtained  at  the  shortest  notice 
under  good  letters  of  crcilit,  and  bill-  negotiated  with  great  rcadiiK'ss 
and  tacility  on  any  prominent  point  in  the  I'nited  States,  or  any  of  the 
conuncrcial  cities  of  westiun  Europe;  and  the  banking  institutions 
jirtJ)rd  all  reasonable  accommodations  to  the  local  wants  and  trade  of 
the  city. 

"Some  Euro])ean  cities  can  show  more  splendid  quays  or  magnifi- 
cent docks  l()r  th»'  accommoilation  of  shi{)ping,  and  tlu;  huuling  and 
loading  <'l  cargoes,  i;n  (ixeecding  in  ap[)earance  and  durability  anything 
of  the  kuid  in  New  Orleans,  but  in  no  way  su[)erior  in  point  of  actual 
convenience  to  the  unpretending  wharves  of  the  city. 

"As  is  generally  known,  tin;  surface  ol'the  alluvial  soil  of  Louisiana, 
including,  of  course,  the  site  of  the  city,  is  considerably  Ixdow  tla?  river 
in  ordiiuiry  stages  ot  high-water,  and  the  country  i;*  protected  from  in- 
undation by  a  raised  and  solid  embankment  called  tin;  '  Levee,''  ex- 
tending on  both  sides  of  ttie  river  below,  and  a  great  distance  above 
the  city.  Outside  of  the  levee  the  bank  of  the  river  is  called  the  •Hat- 
ture,'  which  in  many  places  is  increasing  from  the  continual  alluvial 
depositcs,  while  in  other  p'  ."cs  the  river  has  what  is  called  'a  falling 
bank,'  and  the  water  gradually  *  ••»  iDaches  on  the  land  In  the  l()rn)cr 
case  the  levee  is  advancer  v  ^  ri.  •  .  ■  lure  in  ases,  and  this  has  been 
iIk!  cas(!  in  a  large  portion  "1  lUe  Injut  of  New  Orleans,  where  in  sonic 
parts  the  levee  has,  in  the  last  2.3  years,  advanced  full  1,000  feet ;  and 
the  front  warehouses  now  stand  l()r  a  long  extent  that  distance  tiom  the 
water,  all()rding  a  sjilendid  spaci'  titr  the  vast  bulk  of  produce  that  is 
annually  landed  and  shipped.  The  wharves  are  constructed  outside 
tl'.'  levee  on  massive  piles,  driven  with  a  heavy  iron  ram  into  the  mud. 
£»nd  extending  over  the  river  into  the  water  sulHciently  deep  to  aJtnii 
l.'c  heaviest  steamboats  and  ships  to  lie  up  against  them ;  heavy  sleepers 
connect  the  piles  at  their  tops,  and  on  these  oiles  the  platlbrm  is  laid 


roLOMAL    AND    l-AKH    TKAliK 


673 


iilly  compo" 


I  coiiimcrct! 

oti  of  Louis- 
r  cfttumi'icc 

ItrilltlHlc  UIUI 

I,  LivcrjWH)!, 
';itly  exceed 
lul  cnastidg 
tcr  of  (louht 
il  eiri  IS  iuid 
p  ilini  wli'u'li 
u   i    v.ill  it) 

\ov/  i Mlenns 

•       •       • 

nt  New  ()r- 

lliose  of  !ir»y 
nns,  :iiul  niiy 
oilcsl  notice 
•at  readiiu'tjs 
»r  any  of  the 
;  iiistitutiotis 
iiul  trade  of 

5  or  niagnili- 

andiiig  and 

lity  anytliing 

nt  of  actual 

)f  Louisiana, 
low  tlu!  river 
;teil  from  in- 
♦Leirc,'  ex- 
tance  above 
ed  the  '  Bat- 
nual  alhivial 
ed  'a  falhng 
n  the  forn)er 
his  lias  been 
here  in  some 
DO  feel ;  and 
nee  from  the 
)duce  that  is 
icted  outside 
nlo  the  [uud, 
'cp  t<t  admit 
Mivy  sleepers 
form  is  laid 


of'lhicU  plankint,',  the  edges  of  which  are  separated  about  one  imh,  to 
prevent  till-  aeeuinnlalion  of  (hrt  whii'li  fills  ihreiiuli  these  inirrsliees 
mil)  ihe  river  llowiiig  !»  low,  .-uid  in  live  miniiti  s  alter  the  heaviest 
Hiorui  the  whole  surface  is  in  perti'cteon<liiion  to  receive  «ny  deseiipiion 
of  ini  II  haiidise.  These  wharves  are  ihus  plaiiLd  l»  ick  until  they  join 
th«!  eiown  uf  the  levee,  in  some  j)hiees  lf)0  hi  ,i{}{)  i*\\,  which  is  made 
firm  i"'  solid  by  a  eonstiiiit  coaiiai,'  of  shells,  and  always  kept  in  good 
order.  One  of  ilipgc  wharves  presents  an  unbroken  front  on  the  river 
(»f  I  '">0()  It'el,  iiiid  others  00(1  to  MIK)  lid,  and  in  th>'  business  season  it 
is  usual  lo  see  these  fpinls  entirely  oecnjiie»l  with  sieamboats  lying 
bow  on,  and  each  with  her  sta<j;e  rigged  out  to  the  wharf,  actively  en- 
gaged in  loading  or  nnlondjnir.  I'jje  wharves  intended  <wf  sea-going 
vessels  are  detached  from  each  other  with  an  interveiiir  nlock,  and 
each  wharf  aecoinniodates  i:  tier  of  vej^sels,  whi(,li,  unlike  he  steam- 
boats, are  moored  up  arid  down  the  nvcr,  one  outsid(>  the  otli»^> ,  three, 
l()ur,  and  live  tiers  deep,  wilh  a  broad  edininon  stage  -''iimmu'iieating 
with  the  levee,  and  extendinn  oi,"  the  bulwarks  i*!'  the  vtsscl.*;  'o  the 
(uilsideoiie;  the  timber,  j)lank,  and  all  ihe  conveniences  livr 'His  si  ai  ig, 
being  furnished  by  the  city,  who  even  also  supply  r  irpauli  to  p,  tect 
the  goods  in  ease  ot"  rain. 

"'I'hese  details  are  given   to  show  to  those  who  ai  ■  famih  ii   .m 
ping,  the  very  great  facilities  ani.   eoiucnience  that  are   allbrde  I 
and  without  which  it  woidd  be   ii    juaericable  to  gel   throiigl 
amount  of  business  that  is  transac   .d  in  the  city,  except  with 
convenienc<'  and  enormous  expen,'-  ." 

Having  ihus  sketched  the  comuK  reial  position  of  the  city,  a^ 
was,  and  the  advantages  and  fiiri/i  /'-s which  it   possi-ssed  l()r 
continued    ailvanceinent,   Mr.   IJodg      proceeds  to   j)redict  tlu 
greatness  ol"  this  dej)ot  of  tlu^  (M»iunvrce  of  the  Mississippi  vali 
the  tinlf  of  Mexico.     He  alludes  to  t!  e  dis[)atch  givei    to  the  di 
of  steamers  and  <tther  vessels,  and  then  pass<'s  to  the    luestion  \\ 
Mew  C)rh'ans  will  probably  rttain  Ik      inunense  trade,  and  ho\ 
will  be  alK'cted  by  the  constant  augii  entatioti  of  population,  anri    he 
inevitable  development  of  the  resourei     of  the  miglity  West.     Bu     is 
these  speculations  with    respect  to  tin    futun'  of  New  Orleans  ha 
been  tlir  some  tim(!  past  in  a  rapid  com.-    of  realization,  it  is  considereil 
unnecessary  to  re[)roduce  them  here. 

The  tabh's  herewith  exhibited,  presei  *ing,  son»ewhat  ir.  detail,  tho 

commerce  of  New  Orleans   at   dithrent   peiiods,  will  show  that  Mr. 

Hodge,  in  l)is  most  sanguine  predictions,  (id  not  over-estimate  the  effect 

which  time  would  produce,  through  the  tli -ilitics  he  then  eiuimerated. 

43 


P- 

h.  ifs 
ast 
a  Ill- 
then 
ipiil 
luro 
tnd 
age 
lier 
Aid 


:  I 


K  ' 


ii: 


J 


M 


!l 


.1 


i' 


"' 


f  h- 


i 


it!-: 


W     1 


.a:  jj  : 


674 


ANDREWS      REPORT    ON 


The  following  taWo  will  show  ihe  v.iluc  of  some  of  the  principal 
Tirticles  impoiied  into  NewOrh^-nis  from  the  interior,  at  several  periods, 
during  the  last  ten  years: 


Articles. 


Apples. . . 
Bacon.. . . 
lagging.. 
Balo  rope . 
I'eans  . . . , 
Butter . . . 
Beeswax  . 
Beef 


Buffalo  rolicH 
Cotton 


il. 


Jorn- 

Corn 

Cheese 

Candles 

Ciller 

Coal,  western 

Dried  apples  umI  peaches 

Feathers 

Flaxseed 

Flour 

Furs 

Jlenip 

Hides 

Hay 

Pig  iron 

l.ard 

Leather 

Liuie 

I-ead 

Molasses 

Oats 

Onions 

Oil.  linseed 

Oil,  castor 

Oil,  lard 

Potatoes 

Fork 

I'orler  and  ale 

PaekiiiL'  yarn 

Skins,  deer 

Skins,  l>eur 

Hhot 

S(jap 

Staves 

^i'*?'''- 

S|)anisli  niiisM 

Tallow , 

Tuha.,., 

Twine 

VHH'irar 

Whi.skey 

Window-jjlas.'^ 

Whe:it 

Other  v.ifKiiis  iirticlcs,  I'sliinntcd. 


TmI.iI 




' 

185 1- '52. 

1845-'4C. 

184 1- '42. 

$61,0G8 

«,.53,550 

f4G,274 

6,348,6:^2 

1,671,8.'^^5 

.521,912 

7riO,r)7:J 

917,710 

783,991 

677,040 

2.55,((51 

413,149 

6.'),98() 

66,340 

21,986 

411,628 

203,580 

.50,572 

7,6!).'i 

54,00() 

10,981 

66!),6r)7 

.580,784 

86,51 1 

!t5,50(t 

56,705 

156,100 

48,592,222 

.33,716,256 

24,425,115 

7,4->2 

9.762 

7,52,1 

1 ,7;)0,6t;3 

1, ,556, 181 

357,434 

253,54:J 

114,784 

37,940 

323,616 

31,3,S3 

14, .372 

'.»()() 

405 

3.390 

425,000 

131,400 

.55,292 

4,020 

2,134 

3,956 

72,275 

115.175 

10,422 

5,1!I0 

6,.5H.l 

9„5M 

3,7l)t-,848 

3.770,932 

2,198,440 

1 ,000,000 

900,000 

250,000 

257,235 

309,IS(M) 

18.|6.-> 

247,374 

135,495 

.12.461 

160.302 

213,sl0 

65,510 

1 ,860 

37,905 

7.0f<l 

3,<)25,845 

2.729,381 

l,138,9i:t 

I8!t,30tt 

51,7.')0 

16.9211 

52,8fil 

H,.3H7 

41.') 

K80,;i32 

1 ,982,087 

1.0.53,H|,-, 

4.026,000 

1,710,000 

450,0(111 

347,4.54 

202,039 

3;)7.9(:'i 

34,36S 

13,9.58 

66.67(1 

i;).708 

3l,7rtO 

|o,(i-,;, 

120, 14h 

45,201 

l.-'3,3(.M) 

3n5,r.)2 

4.">6,1'.HI 

49,514 
160..587 

1         39,:mj 

5,2.'>0..541 

:t. 666,054 

1 ,542.467 

4.060 

1                  1,270 

4.l!i 

14,651 

5,900 

4.5.',J 

24. 0.)!) 

87.280 

1             32.I1H 

240 

960 

2.,'>(iii 

67.600 

49.648 

'             51.21M 

15,924 

9.0.S2 

i          5,:'i(i 

278,122 

147.654 

;i.).oiHi 

il.827.M50 

10,265.750 

3.6i'if,(,"i, 

34.'t76 

M.s;t-j 

12.1 ',.■.' 

26,140 

14H,.V.I0 

1             76,0().'i 

7,i:»6.iH.-. 

4.114..^)62 

:      3,6:);i.i(ii) 

M,72f< 

4,404 

10.790 

5,V2 

675 

1  ,.5(;;i 

l,o;i7.64o 

9;i6.K32 

;ti;o.ii7ii 

4H,127 

1 1 .324 

11.044 

l'->!t,K!6 

H07..572 

.•t:i7,2ij 

5..5O0.OUO 

5,000,10!) 

;      3.000, iiiiii 

|0S,().'-,1,70S 

77.193.461 

I      45,7 1 1;.!)!,-. 

COLONIAL   AND   LAKE    TRADE. 


675 


.he 

principal 

^erul  periods, 

184l-'42. 

■)0 

$46,274 

55 

.5r21,i»li2 

10 

783,991 

fil 

443,14!) 

40 

yi,!)8(i 

«(! 

50, 57 -J 

(10 

10,981 

8-1 

8K,51I 

or. 

150,  lOi) 

M\ 

24,4±-.,115 

(,•2 

7,52,5 

81 

357,434 

84 

37,940 

l.H.T 

14,37-2 

K.Ti 

3,390 

100 

.53,29.2 

134 

3,95(i 

175 

10,4-,>-2 

581 

9..5>>-< 

);<-j 

2,198,440 

)00 

250,000 

800 

18.  Km 

4'.tr. 

32,4i;i 

HJO 

(i5,51ll 

',)0.') 

7.081 

:i8i 

l,i:t8.91!l 

IM 

l(i,'.fjil 

:t87 

415 

087 

1,053,K1,-, 

000 

j            450,0011 

o:}'.) 

3;.7,9(:'i 

•):.s 

r..j,(i7.i 

7  HO 

1          io,(i;.-, 

•JOl 

1. -3,301) 

Till 

587 

!            39,;t():i 

05.I 

;         1,542,4(17 

•J7( 

1                 4,I!'J 

.00( 

)  '                4.55.' 

,->8( 

)  j              .32.i;i4 

IKii 

)  ,              ;.>,.^)iiii 

,(;i> 

^  1             51, 'J  to 

,(M 

I  1            5,7'h; 

,(;.') 

1                    .-h^dlH) 

,75 

)            3.G00,I('!., 

,K"I 

>                12,l'.f,' 

,50 

» '         7(;,oi..-, 

.50 

•J  '      ;i,(i:r.t,i(;H 

.40 

\                 10.711(1 

07 

5              1 ,5(1:1 

.H.') 

•J  1           3iiO,07o 

.:i-. 

4  !              11,044 

*■'»  < 

•>  '         :t:f7,-ji5 

,M 

0  ;      3,o((o.iiiiii 

1 

,1< 

;i  !      45,71(i,()45 

The  annexed  table  exhibits  the  total  valuation  ot"  property  from  the 
interior  during  the  last  eleven  years. 


1851-'i>2 
1850-'51 
1849- '.50 
1848-'49 

1847-'4H 
1846- '47 


$108,051,708  ;! 
106,924,083  ll 
96,897,873  ' 
81,989,692  ll 
79,779,151  ii 
90,033,ij56 


1845-'4(). 
1844-'45. 
1843-'44. 
1842- '43. 
1841- '42. 


#77, 193, 464 
.57,199,122 
60,094,716 
.53,728,054 
45,716,045 


Slatemcnt  showivg  the  vnlue  of  exports  and  importi  at  Neiv  Orleans,  annu- 
(lUij,  from  1834  to  1851,  inclusive. 


Year. 


Vuluo  of  exports. 


Domestic,  pro- 
duce, Stc. 


Fdreign    mcr- 
ciiiindise. 


Total. 


Value   of  im- 
ports. 


1834 1    $22,848,995 

1835 ....1      31,265,015 

1836 1      32, 226, .565 

1837 '      :n  .546,275 

1838 1      ;«),  077,. 5.34 

18.39 .30,995,9:)6 

1840 '      .32,998,0.59 

1841 1       .32,8ti5,618 

1842 '      27,427,422 

1843 i      26,653,924 

1844 

1845 

1846 

1847 

1848 

1849 

18.50 

1851 


29,442.7.34 
25,841,311 
30, 747,. 5.33 
41,788.303 
39,. 3.50. 148 
36,957,118 
.36,(i98,277 
53,968,013 


§2,797,917  I 

5,005,808  ! 

4,9.53,2()3  j 

3,792,422 

1,424.714 

2,185,231 

1.2.38,877 

1,. 52 1.865 

958,7.53 

736,. 500 

1,0,55,. 573 

1,316,154 

528,171 

2,33, 6(iO 

1,617,229 

654.549 

407,073 

445,9.50 


6,25,646,912 
36,270,823 
37,179,828 
.15,. 338, 697 
31.. 502, 248 
33,181,167 
34,236,936 
.34,387,483 
28,386,175 
27,390,424 
.30, 498,. 307 
27,157,465 
31,275,704 
42,021,9(i3 
40, 967,. 37  7 
37,6I1,6(;7 
38. 105,. 350 
54,413,963 


$13,781,809 

17,519,814 

15,113,265 

14,020,012 

9,496,808 

12,064,942 

10,673,190 

10,2.56,322 

8,031,190 

8,170,015 

7,826,7.59 

7,345,010 

7,222,941 

9,222,504 

9,380,439 

10,0.50,697 

10,885,775 

12,958,294 


Statimrnt  of  the  rrcripts  on  arvount  of  dnticx  eol/ccfrd  at  Sew  Orleans  from 
1830  to  the  oOth  of  June,   18.02,  inelusive. 


183.5 '  $961,365  86 

1836 1.422, .341  03 

1837 .594,132  70 

1K18 '  725,447  75 

18,39 1.227,131  19 

1840 1.143, .322  31 

1841 '  8,-)',>,-,>58  90 

1H42 8.^3,234  M5 

1843 'i  385, .596  29 


I 

1844 i 

1845 j 

1846 

1847 

1848 

1846 

18.50 1 

1851 i 

1852 ! 


$8.57,131  12 
l,il8,435  24 
988,973  48 
7.34,578  82 
2,115.219  69 
1,, 565, 845  .34 
1.961.8.59  71 
2,319.370  21 
2,282,082  28 


'Si 


i  'pi 


•  )1 


M      d 


676 


ANDREWS     REPORT   ON 


;,';  1 


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«-T'^t»r^-r"r'r'»'^iO»o 

X  xxxxxxxaoxxx 


COLONIAL   ANB   LAKE    TRADE. 


C77 


MOBILE,    ALABAMA. 


in 

m  ic  CI  -r  1  -  <?l 

-=;[?.  3  ?i  2  3 

—  '.^  VD  -t  Vj  XI 

—  VD  -r  r.  '"3  <?! 

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VC  to  <-  -O  1-  -r  W 

/.)  X  1-  i;  O  "•5  ■■£! 
lO  C^  i~  C^  T  <S  (~ 

CI  oci  f  f  ?!  :o  I- 

xj  li  ;b  00  D  X  ao 


Mobile  is  situated  on  a  bay  and  river,  benring  the  same  name,  just 
at  the  point  where  the  latter  enters  the  lormer,  and  about  thirty  miles 
from  the  entrance  of  the  bay  into  the  Gulf  of  Mexico.  It  is  in  latitude 
30°  40'  north,  and  longitude  88°  21'  west.  The  city  is  on  the  west  side 
of  the  river,  distant  from  Pensacola,  Florida,  55  miles;  from  New 
Orleans  1(50  miles;  from  Tuscaloosa  217 miles;  and  from  Washington 
1,013  miles.  It  had  a  population  in  1830  of  3,194  persons  ;  in  1840, 
of  12,672 ;  and  in  1850,  of  20,513 ;  showing,  Irom  1830  to  1840,  a 
duplication  about  once  in  live  years,  and  irom  1840  to  1850,  a  rate  of 
duplicjition  once  in  about  sixteen  years.  About  iorly  miles  above  the 
city,  Mobile  river  is  formed  by  the  junction  of  ilie  waters  of  the  Tom- 
bigbee  and  Alabama  rivers.  These  latter  are  both  navigable  for  steam- 
ers, and  a  portion  of  the;  distance  (in  vessels.  Steam  navigation  on  the 
Tombigbei;  extends  to  Tuscaloosa,  Alabama,  and  Columbus,  Missis- 
sipp'.  Vessels  requiring  five  or  six  ted  draught  of  water  can  ascend 
to  St.  8te|)hens,  about  ninety  miles  from  the  bay.  The  Alabama  river 
is  navigable  by  steamers  to  Montgomery,  three  hundred  miles  ;  and  by 
vessels  drawing  five  to  six  led,  one  hundred  miles,  to  Claiborne. 

Mobile  l)ay  is  about  ihirly  miles  in  length,  with  an  average  breadth 
(»f  twelve  miles.  The  principal  channel  fioni  the  gulf  has  a  depth  of 
eighteen  fi-et  water  at  lovv'  tide,  and  on  the  upper  bar,  near  the  mouth" 
of  the  river,  ther(>  is  about  eleven  leet  at  low  tide;  and  eighteen  to 
nineteen  fi-et  at  high  water.  Owing  to  this  fact,  vessels  of  heavy 
draught,  when  laden,  have  to  proceed  to  sea  at  high  ti(l(>.  Tlie  tonnage 
registered  and  emoiled  at  this  port,  in  1840,  was  17,243  ;  in  1841,  it 
was  15,714  ;  in  1840,  22,537  ;  an.l  in  1851,  it  was  27,327  tons.  The 
tonnage  entered  anil  cleared  from  and  to  Ibreign  ports  in  those  years 
was  as  follows  : 


Yt'ars.  Kntorcd. 

, I 

Tons. 

1841 tiO.MH 

1846 77, 1 90 

1851 55,<i84 


Cleared. 


Tons. 
83,27G 
97,051 
121,2(J5 


Total. 


Tons. 
143,824 
174,241 
17G,949 


'I'he  region  of'  coinitry  around  Mobile,  and  Hanking  Mobile  river  and 
its  various  auflluents,  possesses  a  soil  of  the  most  li-rtile  character, 
which,  being  reduced  to  a  high  state  of  culture,  must  look  to  Mobile  as 
the  depot  l()r  the  shipment  ot  surplus  j)ro(hicts,  as  well  as  the  m/trpot 
\\)V  all  tl)reign  suj)plies,  or  necessaries  not  produced  in  that  section.  The 
face  of  the  eouiitrv  is  level,  and  remarkal)lv  adapted  to  tliech(>ap  con- 
struction of"  lailwavs.  it  will  be  seen  by  relt'rence  to  page  28!)  otthis 
report,  that  this  liaturc  in  the  top(\iirapliy  of  the  country  has  not  been 
overlooked,  and  that  several  very  ini|)ortanl  lines  of  railway  are  already 
under  contract,  and  in  |)rogress  toward  conipletion,  which  must  largely 
iricreiise  the  eonunerce  ot'  Mobile,  imi  dulv  with  the  surrounding  coun- 
try, but  with   ti)reii»n   ports.     The  l()llowing  statistics  of  lhi>  tratle  and 


% 


III 


I- 


!ii 


I 

t 


^'^ 


:ff 


ll      If 


il 


678 


Andrews'  repoht  on 


commerce  of  the  port  during  several  years  past,  compiled  from  various 
autlientic  sources,  will  show,  that  with  only  some  five  or  six  hundred 
miles  of  river  nnvigation  by  which  to  reach  the  interior,  her  business 
lias  reached  a  very  enviable  position,  both  in  imports  and  exports.  It 
should  be  remembered,  moreover,  tliat  Alabama  is,  comparatively,  a 
new  State,  and  more  sparsely  settled  than  mnny  others,  all  parts  of 
which  are  more  directly  accessible  by  natural  clinnnels.  Mobile  can 
hardly  be  said  to  have  commenced  her  growth  till  since  1830,  since 
which  period  she  has  grown  in  a  ni(»r(>  rapid  ratio  than  any  other  south- 
ern city.  The  agricultural  resources  of  the  State  of  Alabama  arc  sup- 
posed to  be  second  to  those  of  hardly  iiny  oilier  i()r  the  production  of 
the  sttiple  articles  of  thnl  climate  ;  and  when,  three  years  hence,  nearly 
every  portion  of  the  State  will  become  directly  connected  with  Mobile 
by  the  completion  of  her  system  of  railwiiys,  it  may  well  be  expected 
that  the  growth  of  that  city  will  increase  beyond  all  previous  periods 
of  her  history. 

Statement  showing  the  cjports  and  destin/itmi  of  cotton  from  the  port  of  Mo- 
bile during  the  last  ten  years  ending  Aiigujst  31. 


Years. 


I!  I 


IS.W 

1851 

1850 

1849 

1848 ' 

1847 

1846 

1845 

1844 

184:J 

1842 


Great  Britain. 

France. 

Otlior  foreign 
ports. 

United  States. 

Total. 

Hales. 

Hales. 

Hales. 

Hales. 

Hates. 

:)()7,513 

95,917 

27,048 

144,(i2G 

.575,104 

'i.V),118 

4(i,005 

2fi,373 

9(i,(»29 

418,.525 

Ha,  189 

39,973 

11,927 

111,4.52 

325,.541 

29(),83(: 

G3,290 

44,525 

140,993 

539, ()42 

L*28,.T»;) 

til.812 

29,070 

120„350 

439,5(;i 

i;n,i5() 

.■<9.29:j 

19,784 

ll(i,(;74 

■3(I(!.9U7 

i.>0(i,772 

(;ti,^'21 

2(5,824 

115,Hi4 

415,.^sl 

'jt;9,(t.')7 

(;s,7fi9 

52,811 

i:to,(ioi 

52I,2:)S 

204. 242 

49, (ill 

1H,HS5 

195,714 

405,4(12 

.185,029 

5:i,(;45 

2(5,903 

113,(i(i8 

479,245 

185,414 

49,544 

(i,919 

77,Uil 

319,038 

This  statement  exhibits  very  little  evidence  of  an  extension  of  the 
area  cultivated  during  the  series  of  years  presented,  which  is  a  eor- 
roboralion  of  tin;  necessity  l(>r  e;isy  coiuniuniciitiDii  with  a  market. 
After  tli(>  opening  of  the  railw.iys,  no  doubt  a  rapid  gradual  increa.se  in 
the  exj)orts  of  cotton  will  be  observed.  Besides  cotton,  a  l;irge  cjnati- 
tity  of  staves,  hnnber,  and  naval  stores  are  shipped  from  Mobile  sea- 
ward.  The  business  in  staves  and  lumber,  during  the  last  three  years, 
was  as  fijilws  : 


Articles. 


StavrR Nu. 

Sawed  lumber tuet. 


1852. 


22><,4H1 
I0,189,G.55 


1851. 


1850. 


300,779 
(J,  8 10,0.54 


077, 9 13 
7,293,81)6 


COLONIAL   AND    LAKE    TRADE. 


G79 


Statement  showing  the  quantity  of  some  of  the  prhicipol  articles  of  imports 
into  the  ^nnt  of  Mobile  during  the  last  five  years  ending  Avgvst  31, 
1852. 


■\ 


} 


Articles.                         '  18.52. 

I 

Bagging 17,012 

Bale  rope 1G,.'')8.') 

Bacon 11,. '500 

Coffee 28, .5.38 

Corn 8a, 380 

^'loiir , 74,:W9 

Hiiy 26,8.V2 

Lard 22,481 

Lime .31,027 

Molasses 18,09.5 

Oats 20,985 

Potatoes  22,014 

I'ork 15,589 

llice 1,491 

Salt 154, .351 

Sugar (i,083 

WRisiiey !  15,597 

i 


1851. 


30,402 
30,926 
16,037 
25,236 
98,086 
95,0.54 
27,143 
20,021 
23,745 
23,673 
29,121 
16,248 
23,949 

1,832 
128,700 

6,634 
28.H68 


1850. 


1849. 


1848. 


24,901 
22,460 

9,269 
18,928 
79,0.38 
70,570 
23,189 
10,562 
19,322 
18,042 
12,429 
20,243 

8.016 

1,387 
154,183 

7,760 
21,440 


29,200 
26,679 

6,482 
26,104 
25,573 
.52,311 
17,470 

8,044 
21,1.55 
10,647 
15,290 
19,041 

5,282 

1,169 
131,273 

5,. 528 
17,895 


27,275 
27,011 
11,392 
26,415 
21,505 
33,069 
11,787 
10,914 

9,893 
15,245 
13,160 
29,059 
11.595 

1,227 
70,710 

7,G73 
21,345 


I 


States.  ;     Total. 


PS. 

HaUa. 

i26 

.575,104 

>29 

418,.525 

1.52 

325,541 

(9.3 

539,642 

150 

439,.561 

i74 

306.907 

164 

415,5S1 

i;oi 

.521,238 

714 

465,462 

Ii68 

479,245 

161 

1       319,038 

itciisioii  »»l'  llio 
wliicli  i.'^  :i  cor- 
^illi  ;i  in;irl<»'t. 
iial  iiicrc!i.<t'  in 
,  it  l;if,m'  (luiin- 
)in  l\Ii»l)ilr  sca- 
i.sl  ihrco  vf'iir.-^i 


1 
-.1.           i8:)0. 

1 

0,779 
6,054 

677,913 

7,293,8% 

Tlu3  total  value  of  the  foreiiin  itiiport.s  at  Mobile,  during  the  lust  two 
years,  may  be  seen  by  the  tigures  annexed  : 


-  ■      - 

Years. 

Value  of  imports. 

Duties 

rollccted. 

!w;o 

$701,918 
440,404 

^131,249 
96  276 

lfl.51 

IncreaBo. 

261,514 

.34,973 

This  sliows  an  increase  of  about  sixty  per  cent,  in  one  year,  wiiich 
is  e.'^rtainly  very  lian(ls(^-ne,  and  fuiijurs  well  for  tiie  future  prospects  of 
Mobile  it)  liie  direct  import  lrad(\ 

The  presenl  may  well  be  termed  the  railway  era  ;  and,  perhaps, 
there  is  no  other  place  in  the  whole  coullnlcracy  likely  to  experience 
greater  benefits,  in  propttrtion  to  its  present  population,  lioni  such  im- 
provements than  Moi)ile.  The  railways  now  in  progress,  terminating 
at  that  j)oinl,  must  constitute  her  the  mtnput  of  tbreigu  sup[)lies  tor  a 
very  large  extent  of  couulry. 

'l'h(!  annexed  ta!)le  will  show  the  tonnage  entereil  tiom  and  cleared  to 
tiireign  ports,  in  the  distrit;t  of  Mobile,  during  a  long  se'ries  of  years — 
Irom  18*^()  to  1851,  inclusive.  F(jr  reasons  (explained  elsewhere,  the 
tonnage  cleari'd  best  exhibits  the  amount  engaged  in  the  export  trade  of 
that  city. 


1. 


^ 

'.(: 


i! 


it 

11  1 


680 


ANDREWS     REPOaT    ON 


OOO 


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„„_„_„„_         ^  „  „  Q,  (ff  ^  ^l  „  ^  ff,  -^  >;)  „  „  Xf  ^ 


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tf?  I  -  1  -  X  CI  71  T  3   X  CO  3  CO  to  1.0 


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.-t)  X  X  X  X  X  X  X  X  X  Xi  X  X 


COLONIAL    AND    LAKE    TRADE. 


G81 


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C5  W  I—  TT  i-c  (M 
r-<  f-<F-C  I— I 


VLORIDA. 


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The  googrnpliical  position  of  this  ^Stalo,  the  peculinr  pnnhictions  to 
which  its  clim.'itc  and  soil  arc  adapted,  its  extensive  seacf)ast,  arid  nu- 
merous rivers  and  harbors,  and  its  various  and  valuahlo  resources,  and 
especially  its  im[)ortant.  rehitiou  in  respect  to  tlie  commercial  and  nav- 
igating interests  of  the  other  Slates,  render  a  particular  notice  of  it.  in 
this  report  peculiarly  appropriiite.  C'omnnuiications  addr(^s:=ed  to  tlie 
undersigned  by  citiz<Mis  ol  that  tState,  in  response  to  notes  re(|uesling 
information  l()r  such  notice,  are  published  herewith.  .Some  of  the  doc- 
uments accompanying  these  letters  are  api)ended.  The  inlI)rmati(Tn 
contained  in  tliese  letters  and  documcsits  in  relation  to  tlu;  internal  im- 
provement olthe  Stale,  and  of  its  rivers  and  harbors,  to  its  ])roductions 
and  resources,  and  its  present  trade  and  c;omnjerce,  and  that  iuitici- 
pr.ted,   is  so  copious  tliat  it  is  not  deemiul  in 


(pessary  to  uiiiUe  any  addi- 
tions. 'J'hougli  these  piipers  are  voluminous,  and  though  there  are 
matters  menlioned  in  them  not  directly  pertinent  to  the  object  ol'  tht? 
resolulions  of  the  Senate,  under  whirh  this  report  is  made,  and  notwith- 
standing the  undersigned  nuiy  not  coincide  with  the  intelligent  writers 
in  all  respects  as  U)  some  m;itters  lluy  refer  to,  yet  it  h;is  been  con- 
sidered just  to  them,  and  to  the  Slate,  not  to  exclude  any  p;utof  them. 
A  piiper  rcs[)ecting  "//<<?  Gulf  of  Mcnm  (nut  Stntits  of  Floridn,^^  pre- 
pared cliieHv  trom  notes  and  data  iurnislied  bv  an  intelli<:ent  and  dis- 
linguished   oHie(>r  of  the  engineeis,   and  a  map  made  bv  the  "Coast 


Surv<'y,     to   aeeom})any 


that 


paper,  are  al>o  In  rewilh  puhlislieil,  as 


being  of  general  and  national  interest,  and  especially  to  the  trade,  com 
ineree,  and  navigation  of  the  United  Slates. 

As  stated  in  the  papers  Jiow  published,  though  Florida  can  furnish 
ample  and  superior  materials  l(>r  ship-building  from  her  inexhaustible 
f()rests,  but  li-w  vessels  are  built  in  that  State;  and  in  fict  most  of  those 
em[)loyed,  and  even   most   of  iha^r  owikmI  in  Florida,  are  owned  and 


navigated    bv  eitixens  oriuiiiallv  irom  the  northeiisleru    Slate 


Th 


)usuiess  ot    wreeknig  on    those  dangerous   coasts    and    reefs    is    also 


L';.' 


rsued  principally  by  the  same  class  of' persons,  now  residents  of  tl 
CVS,  and  other  residents,  emigrants  from  th(>  Bahamas,  who  have  he- 
eome  citizens  of  the  L'nited  Slates,  and  by  Cuban  Spaniiuds.  It  may 
also  be  observed,  that  intelligent  persons,  ai-(]uainted  with  this  subject, 
hav(>  suggested  thai,  upon  a  rigorous  ex(  lusiou  by  the  iiritish  imperial 
and  colonial  governments  of  our  fishermen  from  just  j)arlicipatioii  in  the 
norlheiislern  fisheries;  the  latter  may  find  in  those  at  the  southern  ex- 
tremilv  of  tlie  I'nion.  resources  l<)r  similar  emplovment,  ecjually  profit- 
able to  them,  and  as  advantageous  to  the  eonli'deracy ;  and  that  the 
realization  otsueh  prediction  may  injuriously  afiJ-et  the  trade  and  inter- 
ests of  the  IJrilish  colonies.  One  gre;it  advantage  of  tlu^  soutluM'n  fish- 
eries is,  that  th(>v  mav  be  carried  on  tiuoiighont  llieyenr.  Such  tliver- 
sion  of  the  oeeupatioii  of  our  hardv  eastern  fishermen  from  tlu^  fisheries 
now  used  bv  them  t*»  those  appiutenant  io  the  Stnte  of  Floridii,  would 

the  vessels  built  in  that 


also  be  aecomi)ani(Hl  by  a  laige  incrense  ol 
Stat(!  bv  mechanical  l;d)or  tiow  employed  in  tlu^  east<TU  Stjiles  in  such 
business.  The  injurious  efli'ct  upon  the  similar  intert>sts  of  the  British 
colonies  can  readily  be  anlieipaled,  and  {>articularly  when  it  is  consid- 


1^ 


t    ^ 


I 


i 


■u  \ 


'   n 


G82 


ANDREWS'    UEPOIIT    ON 


*  '', 


orrd  that,  in  the  climate  (if  Florida,  mrchaiiical  hibor  can  also  Ik;  cm- 
plovM'd  witlioiit  cessation  throughout  all  seasons. 

The  paoers  now  puhlished  leti-r  to  other  uiatlers  worthy  ol"  investi- 
gation and  (leliherali)  rellection  by  the  statesmen  ol"  this  conti'deiacy. 
The  ^Mvat  importance  to  ihi"  commercial  and  uavi,i;alin,i.Mnlcicsts  of  the, 
Atlantic  ports  and  of  the  gulf,  extending  beyond  the  Isthmus  (»f  I'aiia- 
ma,  of  completing  at  an  early  period  the  tortilicalions  at  Key  West  and 
at  Torlugas — of  e.vpediling  the  valual)l(>  labors  of  th(^  "Coast  Survey" 
in  that  (piarter — of  er«'cting  projx-r  light-houses,  beacons,  and  buoys, 
&c.,  on  th(!  Ueys  and  coasts — of  making  Key  West  a  naval  station  and 
a  principal  commercial  depot  and  rendezvous  II»r  our  shipiung,  and  a 
j)oint  lor  the  deposite  of  coal  and  provisions  in  large  (luantities,  and  (jf 
having  a  public  navy-yard  ther(> — is  strongly  and  cogently  cont(,'nded 
li)r  in  th(JS(;  j)apers.  Di)ubtless,  when  the  extensive  t()rtiiications  now 
in  progrc'ss  at  the  two  points  desiguiitcd  are  conjpleted,  our  naval  ves- 
sels, though  of  inferior  l()rce,  can  readily,  in  case  of  war  with  any  other 
nation,  by  operating  from  K<'y  West  and  iiom  tin-  Torlugas,  owing  to 
their  peculiar  position,  keep  the  Carribean  sea,  the  (iulf  of  Mexico,  the 
Straits  of  Florida,  and  the  entire  southern  coast  of  th(>  United  Sialics, 
tree  Iiom  iIk;  (k'j)redalions  of  any-naval  en( my.  When  steamers  be- 
come more  generally  substituted  l()r  sailing-vessels,  the  long  and  cir- 
cuitous voyage  that  large  vissels  from  Atlantic  ports  to  the  CJulf of 
Mexico,  and  linther  south,  now  often  make  through  the  Mona  passage, 
or  through  the  "  Windward  passage,"  and  going  on  tiie  south  side  of 
Cuba,  (and  around  Cape  Antonio,  when  bound  into  the  gulf,)  can  be 
avoided,  ihtreby  sa\ing  several  hundreds  of  miles  of  navigati(ai  gen- 
erally with  unfavorable'  winds.  It  has  been  estimated  that  i-xcei  iling 
l()ur  hundred  millions  of  dollars  in  value  in  ships,  merchandi.-^*',  and 
produce,  (a  large  proj)ortiou  of  the  two  latti  r  items  limn  and  to  the 
valley  of  the  Mississippi,)  annually  j)asses  near  to  K(  y  West  and  Tor- 
tugas,  atid  can  be  j)rolected  or  controlled  from  such  points.  Jiy  the 
complrti(tn  of  the  |)ropose(l  improvements  of  the  routes  of  passage  or 
transit  brt'  'u  ihc  Atlantic  and  I'acilic  oceans,  at  Atratn,  at  I'anama, 
or  at 
mad 
amount   of 


will 


<gua,  and  esptcially  if  the   route  at  Tclinanit  pec  siiould  be 

e   susceptible  ot"  j)assage  by  a  canal  or  transit  hy  a  raih'oad,  the 

properly  that  will  j)ass  near  to  the  two  points  designated 


l)e  munenselv  auirmented 


Amongst  the  topics  reterri  tl  to  in  the  i)apcrs  now  published,  is  the 
alleged  probaliilily  of  the  extensive  substitution,  belinf  the  laj)so  of 
many  years,  of  oils  produced  from  the  turpentine  and  rosin  of  ihe 
southern  Stales,  (iir  spermaceti  and  other  oils.  If  full  (aedmee  is 
yielded  to  the'  writer's  anticipations — that  resinous  oil  (lecc  ntly  highly 
improved  as  to  its  manufacture)  is  destined  to  alli'ct  llu'  jMolits  of  the 
labor  and  capital  of  the  eastern  Slates,  now  so  exlensivi  ly  employed 
in  the  wtuile  lishcries,  and  already  greatly  reduced  by  the  deiacase  of 
the  sperm  whale — tins  subject  becomes  one  wctrlhy  of  grave  considera- 
tion.     It  is  alleged  that,  on  account  ot  its  cheapniss,  resinous  oil  is  al- 


ready em|)loyed  in  the  adullenition  i>['  most  other  expensive  oils,  and 
that  it  is  bt'ginning  to  he  much  usrd  li)r  macliinery,  lt)r  various  mami- 
iactures,  and  l()r  lights,  in  lieu  of  other  oils. 

Ile(l<,'ction   up(jn   the  suggestions  just  adverted  to,  and  t)thers  cou- 


nlso  Ik;  om- 


I  ollicrs  coii- 


COLONIAL    AND    LAKE    TKADE. 


683 


tiiinod  in  tlio  loltors  rdspcctiii"  Floiidii,  iinnoxcd  licr(>f(>,  .irid  iIk;  no- 
cotnp.'inyinp;  stjilisticid  diilu,  slmws  liow  closely  hltiidcd,  iiiid  inlituiiudy 
interwoven  witli  cicli  oIIkm',  !irt'  tlic  int<'n!sts  of  tlie  most  rcniotc  sec- 
tions of  this  confederacy,  and  liow  strong  tlio  biuids  firo  hy  which  the 
{»er[)etuity  oCour  glorious  !nid  hiip'^^v  Union  is  seenred.  If  the  interests 
of  on(!  kind  of  industry  in  one  s(  m  itre  iissailed  and  injured  l)y  l()r- 
eign  illiherality,  there  soon  opens  in  another  part  ot"  this  vast  (>tnpire  a 
new  fieki  t()r  einploytnent  oi'  a  congenial  character,  to  which  thai  in- 
dustry can  1)(;  profiiahly  a|)plied.  And  they  show  that,  upon  the  (k;- 
creasc  ofan  ini[)ortant  article  orconirncrce,  andvaluahle  i'or  use  to  the 
whole  country,  the  enterprise  antl  ever-ready  inventive  tjilent  of  our 
countrymen  soon  lind  new  and  fully  (lomniensuralc;  means  of  supplying 
the  necessities  of  eivili/ed  lili'  and  the  wants  oi"  commerce.  A  cheap 
substitute  li)r  the  product  of  distant  seas  is  obtained  from  our  illimitablo 
and  exhausth^ss  t()rests,  and  new  employment  in  its  procurement  and 
manuiiicture. 

The  suggestions  in  the  paper  upon  the  "Cotton  Crop  of  the  United 
States,"  appended  hereto,  and  in  relation  to  the  vast  capabilities  oi"  that 
region   ol"  tliis  continent   designated  therein  as  the  ^'■Cotton  y^frmr,"  (as 
yet  but  partially  devcloju-d,)  and  as  to  the  <n('ct  of  the  increased  pro- 
duction otthat  highly  important  staple  upon  th(;  d(!Stinies  of  this  con- 
("ederacy,  deserve  deliberat<'  attention  and  retleelion.     This  topic  has 
been    Ikmc  tolbre   alluded  to  in  ihis  report,  but  it  is  deemed  pro{)er  to 
publish   the    fuller  statistical  data  in  relation  to  cotton  at]()rded  by  this 
paper,  compiled  irom  lh(^  best  authorities.     The  influence  of  the;  inter- 
ests ol'  that  region,  and  ot"  the  commercial  and  navigating  interests  of 
other  sections,  based   upon  and  connected  with  it,  is,  in  the  conduct  of 
the  government  oltliis  country,  conducive  to  the;  preservation  of  peace 
with  other  nations,  and  es|)('(ially  with  thost;  nations  that  atlitrd  profit- 
able marUi'ts  (()r  that  product.     The  restraints  imposed  by  seli-intcrest 
upon   those    ti)reign  governments  which  nuist  look  to  such  products  as 
ihv.  ni'^ans  lt)r  em|)loymenl  oi"  se\er:d  millions  oi"  n)anufacturing  labor- 
ers, and  hundreds  ol' millions  of  eajiital,  and  as  the  basis  of  their  com- 
mercial  prosperily,    I'lom   heedlessly  engaging  in  disputes,  or  coming 
into  collision  with  u^,  are  nuu'li  more  powerful  and  cilt;clive  in  the  pre- 
servation (»i'  amity  than  treaty  sii|)ulations,  however  ibrmally  and  sol- 


'inidy  conchnled. 


The  treasury  tables  show  tli(;  value  of  all  our  domestic  exports  to 
li)reigu  countries,  tiir  the  last  ten  years,  to  be  about  $l,'2o8,;io!2,lK)U; 
tlu;  ainiual  average.-  value  to  be   about  Sl'i-'ji.'j.SS.OOO.     Oi"  these  the 


south  and  southwestern  Mates  (l)emg  the  region  belore  meiuioned  as 
the  "(Cotton  /one")  have,  in  the  same  pt  riod,  ex{>orted  upwards  of 
SCir)  1,707,000  worth  nl'aidaii,  being  an  average  amount  of  865,170,000 
in  each  year;  and  it  i«  estimated  that  upwards  of  840,000,000  is  now 
annuallv  used  li)r  home  cotisumption,  and  l()r  manufacture  in  the  United 
States  li)r  exportation.  The  aggregate  amount  lu-portitl  in  1840  and 
1851,  of  the  crops  ot"  cotton  oi"  1848  and  1850,  exceeded  two  thousand 
millions  of  pounds;  and  the  avails  of  the  exports  of  the  crop  of  3850 
amounted,  alone,  lo  $112,315,31 7.  The  same  tables  show  the  produc- 
tion, exportation,  and  home  consumption  of  rice,  and  other  products  ol 
the  region  rcierrcd  to.     The  upper  Mississippi,  or  western  States,  ex- 


H 
I. 


!;[ 


ilb 


!  , i: 


'  1 

'^1 


684 


ANDREWS     REPORT    ON 


t 


port  to  tbrci^n  countries  cliiclly  breadstulls,  provisions,  nnrt  tho  like, 
riio  jinnujil  avcnigr  of  lli(>  Inst  exports  spc'eilied  lor  tho  last  ten  years, 
rrf)m  all  the  States,  is  less  than  $27,000,000.  Most  of  all  these  varied 
products  arc  carricil  to  f()reign  coimtrics  by  American  vessels,  owned 
m  thr  middle  and  (Cistern  Stales,  and  manned  hy  American  seamen 
from  the  same  section.  The  return  cargoes,  purchased  with  the  pro- 
ceeds of  su<th  [)roducts,  are  chietly  obtained  through  the  agency  ot  the 
intelligi-nt  merchants  of  the  Atlantic  cities,  who  duis  protect  the  agri- 
culturisi  liom  the  unjust  exactions  of  a  foreign  trader,  utn"(>strained  by 
Ji  responsibility  that  can  be  enl()rced  by  aur  judicial  tribunals,  and 
without  the  stinudants  to  liiir  dt^aling  springing  from  the  ties  of  interest 
and  feeling  created  by  national  brotherhood. 

How  cheering  is  the  confidence  th(S(;  things  inspires  in  every  truly 
American  heart,  that  th(;  bands  of  union  between  the  United  Slates 
cannot  b(>  rent  asunder  by  the  ed()rtsof  l()reign  foes.  They  show  that 
the  infinite  and  varied  resources  of  these  States  render  them  inde- 
pendent of,  and  impregnable  to,  any  «>llbrts  from  abroad  to  injure  our 
commercial  or  other  industrial  pursuits,  by  illiberal  exactions,  imposi- 
tions, restricti<ins,  or  prohibitions.  Th'iy  show  that  we  have  within 
ourselves  the  means  and  ability  to  m-'i>l  and  counteract  any  and  all 
illiberality  ;  and  they  also  show  llial  the  preservalion  of  our  mutual 
inten>sls,  and  the  prosperity  of"  our  common  country,  depend,  under 
Provid(!nce,  upon  oinselves  alone  ;  and  that  the  cultivation  of  fraterntd 
feelings  and  good  will,  the  strict  and  faitlnid  observance  of  tin;  stipida- 
tions  of  our  constitutional  compact,  and  the  neviM'-ceasing  inculcation 
and  rigid  observance*  of  just  and  liberal  principles  and  rules  of  conduct 
towards  each  other  in  all  things,  is  the  high  and  soletrm  duty  of  every 
Am(  rican  citizen. 

The  amount  contribute!  by  those  Stales  bordering  on  the  (julf  oi" 
Mexi(;o  justifies  me  in  calling  alleiiti(»n  to  the  following  letter  liom  the 
assistant  S(!cretary  of  the  Treasury,  W.  L.  Hodge,  Esfj. : 

Washington,  IS.W. 

My  Dear  Sir:  In  reply  to  your  iiKpiiry  as  to  the  probable  animal 
valu(.'  of  the  trade  of  tin.'  American  ports  in  the  (julf  of"  Mi'xico,  I  do 
not  exactly  understand  whethcT  you  mean  to  confine  it  merely  to  the 
value  of  the  mirchniKJise  which  arrives  at  and  leaves  those  ports,  or  to 
include  likewise  the  value  of  the  ship|)ing  employed  in  the  transporta- 
tion of  that  merchandise,  [n  connexion  with  the  (juestion  of"  a  sl.ip- 
canal  through  Florida,  the  Senate,  in  the  late  session  of  C'  tigress,  re- 
<|uesle(l  inli)rination  from  the  Treasury  Department  as  to  the  probable 
value  of  the  propertv  which  aniuially  passed  round  ('ape  Florida, 
which  the  department,  in  its  answer  to  the  resolution,  estimated  at  two 
hundred  and  fifty  millions  of"  dollars.  This  estimate  seems  large,  and 
was  geiierallv  so  c.)nsidered  ai  the  time,  but  I  am,  on  further  reflec- 
tion, now  convinced  that  it  was  an  undrr  instead  of  an  orrr  estimate, 
and  1  will  giv(*  you  the  tiata  on  whic:h  this  opinion  is  f()unded. 

The  great  diflicidty  in  arriving  at  the  true  value  of  the  (iulf  trade,  is 
lh(!  imj)ossil)ility  to  ascertain  the  amoiuit  of  the  coasting  trade  from  the 
Atlantic  ports,  as  no  record  is  furnished  to  the  custom-hous<'  ot"  even 
the  kind  of"  goods  shipjicd  coastwise  ;  and,  of  course,  nothing  even 


COLONIAL       VD    -.AKE    T    ADE. 


6sr^ 


a{)|»n)iK'liing  to  tlic  correct  \  ili  can  be  u:  (  rtaincW  tWnn  tiic  "*<atvv.' r<.| 
maiiili'.sts.  l'c'rliiii).s  tlic  iiiokI  ilfuihlc  (  ji[cw'«  si  >{>;'(]  in  *  'i«ric«n 
ports  iirc  tliosf!  liy  the  [Jiickct-.-Iiip.s  to  New  (•iIchm-  r.urj  J)'  .,  NfVV 
York,  iiiid  I'liiliulclpliiii,  aiul  I  liavt!  no  iloubt  that  lur  sing;  curj^ocs 
arc;  not  unlieciuontly  wortii  one  million  of  dollars,  ,id  that  h  li' n  mil- 
lion is  a  very  common  vahui  t()r  tlicm.  Somo  t()ia  veiirs  since,  one  ol' 
tlicso  Boston  j)a(.'k('ts — a  vcs-^cl  ot'  1,000  tons — was  n.i.sriinii,  ;ni(l  con- 
siclerablt;  anxiety  was  li'lt  l<)r  licr  satrty,  and  Intm  the  inciuirics  madn 
as  to  tilt;  amonnt  of'insnranco  clU'ctcdon  her  cargo,  and  the  as(;rrtainod 
value  of  some  of  the  heaviest  invoices  by  her,  it  wjis  pretty  wcill  ascer- 
tained that  her  cargo  was  worth  $700,000.  When  it  is  recollected  that 
the  entire  supplies  of  the;  Slates  on  the  lower  Mississippi,  and  a  large 
portion  of  thos(^  li)r  the  States  higher  up  that  river  and  its  tributaries, 
are  received  through  that  city,  the  magnitude  of  them  may  to  some  ex- 
tent be  appreciated.  The  \alue  of  goods  arriving  at  New  ()rl(>ans 
from  the  American  Atlantic  ports,  1  should  think  would,  ;it  a  low  esti- 
mate, be  at  least  fifty  millions  of  dollars  ;  but,  in  order  to  Ik-  perlijctly 
on  the  sali:  side  in  this  respect,  I  will  (>stim;ite  at  that  snrr  all  the  sup- 
plies thus  received  at  all  the  (Jidf  ni»rts,  iui-luding  New  Orleans,  Mo- 
bile, J'ensacola,  St.  Mark's,  Apalachic(»la,  and  all  tlu;  ports  of  Texas. 

The  Nahu!  of  l()r»ign  impitrtations  at  New  Orleans  is  about  fifteen 
millions  of  ilollars,  and  for  the  other  ports  of" the  Oulf  not  less  than  five 
millions  more. 

Very  correct  statistical  (l<;tails  are  kept  at  New  Orleans  of  all  the 
receipts  of"  produce  fiom  the  interior,  with  the  (luantily  of  each  ;  and 
an  annual  statement  is  published,  with  the  estimat(?d  value,  based  upon 
the  current  prices  of  the  year,  approximating,  probably,  as  near,  or 
mor<'  near  to  the  true  value  than  such  stiitements  usually  ilo.  These 
statements  show  that  tlu;  value  of  this  produce  annually  received  at 
New  Orleans  f"rom  the  interior  ranges  from  ninety  to  ninety-five  mil- 
lions of"  dollars  ;  and  allowing  ten  millions  f()r  the  local  consumption,  it 
would  leave  eighty  to  eighty-live  millions  of"  dcjUars  as  the  ainiual  value 
of  the  i.rpitrt  trade  of  New  Orleans. 

Mobile  "xports  little  but  cotton,  and  the  average  receipt  of  which, 
there,  is  about  500,000  bahis,  worth  at  present  prices  about  $22,000,000. 
The  exports,  including  cotton  from  the  ports  of  Florida,  and  those  from 
Texas,  may,  in  the  aggregate,  be  satcdy  placed  at  ten  millions  more, 
showing  a  total  of  exports  from  the  American  ports  on  the  Gulf  of 
about  «?115,000.000. 

Upon  the  above  data,  then,  the  statement  of  the  merchandise  enter- 
ing and  leaving  the  American  ports  of  the  Ciulf  will  be  as  f()llows  : 

For(>ign  imports 320,000,000 

Coastwise  imports 50,000,000 

Exports 115,000,000 

Making  a  total  of. 185,000,000 

as  the  aggregate  value  of"  the  merchandise  shipped  and  received  at 
those  ports. 

I  have  not  at  hand,  ihv  reference,  the  record  of  shipping  arriving 
from  the  ocean  at  New  Orleans  aimually,  but  it  exceeds  600,000  tons, 


';; 


t 


■ 


I  |..i: 


686 


ANDIIKWS      limn^RT    OM 


nnd  Jit  nil  tlic  oiIut  ports  r)l  the  (Jiilfit  would  prob/ibly  hclOO.OOfltona 
inori',  lUiikiiii,'  .'in  !i^'gr<'^nln  of  ()0(),0()()  ton:*,  which,  iit  the  vnhic  of 
9>1^)  per  ton,  would  he  .fff)7, . ')()(),()()() ;  ;uid  its  tlu-si!  vessels  tUMkt!  the 
voyii^c  ///  and  nut,  tlicctilirc  v;du('otih<'  ti>iiiiiiy^<:\s\\\v\\  ;uiriuiilly  pnsscs 
C;ipr  Floridii  would  SKJ5, ()()(», ()()();  which,  nddcd  to  the  preceding 
utnoiuit  of  Micrchiuidis(>,  would  tii;ikc  u  grand  ii^jigrcgiitc  of  S.l'jrjiOUO,- 
000  of  property  which  !Uiuu;dly  pusses  lo  juid  lioni  the  Aniericiu 
ports  of  the  (lidf  of  Mexico.  Alllioui^'h  this  csliiuiite  is  ni;i(le  up  in 
rountl  sunns,  wilhonl  goin<<;  very  p.irticularly  into  deliiil,  I  have  no 
donl)t  it  is  coiisiderahly  helow  tlu;  real  amount. 

The  value  of  the  r.riiort.i  from  the  ports  of  the  (Julf  could,  with  a 
little  care  and  attention,  he  very  correctly  asccrlaincd,  l()r  they  princi- 
pally consist  of  articles  of  domestic  produce,  such  as  cotton,  sugar, 
molasses.  Hour,  lard,  bacon,  vVc.,  Scv..  die  i/mnitiliis  of  wliicli  can 
alw.ays  he  as(;crtaine(l  fp  in  the  oulward  m  inilists;  and  the  jtriirs  arc 
a  matter  of  record,  from  day  to  day,  throughout  the  year,  in  the  daily 
puhlicalions  of  th(^  public  journals  and  price  currents.  Tlie  (  ustoiu- 
liouse  record,  of  course,  cxliibii  the  value  ol'  foreign  iniporlalions  ; 
and  the  oidy  diirKtulty  in  arriving  at  the  correct  value  of  the  trade  of 
th(T  tiulf  would  be  in  the  coastwise  shipments  from  the  Atlanti<r  ports. 
Nor  do  I  s(>e  how  this  can  be  corretly  asceilained,  and  it  will  have 
to  remain  as  ii  matter  of  conjccturt-,  though,  in  placing  il,  as  1  have 
done  in  this  communication,  at  lilly  millions  of  dollar>,  I  (i-el  well  as- 
sured it  is  considerably  below  the  actual  value. 

I  regret  extremely,  ihut  under  the  heavy  pressure  ot  ollicial  duties, 
particularly  at  this  time,  I  caiuiot  devote  more  lime  to  the  subject  of 
your  injury,  aiul  am  obliged  to  give  you  .-.uch  a  hastily-prepared  and 
crude  eomniunication. 

\'erv  truly  and  sincerelv, 

■  WM.  L.  IIOIKJE. 

IsitAKL  I)k  WoI.FK   AnDHKW.S,   Ks(j. 


There  cannot  be  any  surprise  that  the  attention  of  the  coiuitry,  par- 
ticularly the  conmiercial  [)orlion,  has  within  a  few  years  been  diiccted 
in  a  sjx'cial  inanner  to  the  value  of  the  domcslic  and  li)reign  i-onnnercr 
flowing  through  the  Straits  of  Florida  and  (Jnit"  of  Mexico.  That  at- 
tention will  tiow  aiuiually  increase,  li)r  obvious  causes;  and,  iherelltre, 
iif)  apology  is  deemed  necessary  lltrihe  prominent  jiosilion  that  >ubjcct, 
in  connexion    with   the    Stale   of  Kloiida,   occupies   in    this  j)art  of  the 


r< 


■port,  to  winch  pa 


rtitadi 


ir  attention  is  rcipies 


ted. 


COLONIAL    AND    LAKK    TUAUR. 


(iM7 


;}()O,()O0t()ns 
:  iIh"  vnliir  of 
cU  innko  llic 
iiiiilly  piisses 
ic  |)r<'C(>(liiig 
if  !i!-3'J5,()U(),- 
K'  Aiiicriciii 


iiiporliilioiis  ; 

llir  triulr  of" 

tl.iiiti(!  ports. 

it    will  li.ivc 

it,  :is  1  liiivc 

li'cl  well  as- 


•ouiifry,  p;ir- 
>v('u  (lircclcd 
ill  I'niiimcrcf 
Tliiitnt- 


L'Ucr  fnmi  tli(  Ihn.  K.  Ciirnn<fitin  Cnhcll. 


CiTV 


01' 


W 


ASIIINOTON, 


Udusc  of  ltci>r<sfiuiUii)t:s,  Aii^runl  '2\),  J{S52. 
Di;aii  Sik:   I  clKfil'iilly  comply  wiili  the  rnjucst  in  your  fnvorortl 


IC 


ovc- 


lOili  iiist.,  to  liaiiisli  you  iiicmoriiiida  of  the  works  of  intcrriiil  impi 
iiiciit,  and  llir  di'-  iiii()i-ovciiK:iit  of  rivers  and  liarhois,  licrcloliirc  iiiidrr- 
takcii  ill  I'lorida,  and  wliicli  it  is  antirlpat((l  arc  to  he  undertaken  hy 
ine  general  ^niverniiM  nl,  or  hy  llie  Stale,  or  associations  in  it;  and  like- 
wise m  to  the  yeticral  rcsoin(,'cs  of  the  State.  You  can  use  tlicsc!  notes 
iti  any  inaniK  r  you  please  in  your  l()ilheoiniii,u;  ic[)ort  to  the  treasury. 
There  is  ii'ii,  p(  rliaps,  any  Stale  of  the  eonlcileracy  that  can  he  mon; 
beiieiitled  hy  ttie  cinislructiou  of  judicious  Works  of  internal  iinprovo 
iiii  nt,  and  hy  die  ii:ij)rovenienl  of  its  liarhors,  than  Florida.  Thirly-one 
years  iiave  elapsed  vince  the  provinces  of  Kasl  and  West  Florida  w 
taken  p(.ssc.''siou  of  hy  the    niiiled   Stales,  under  the  treat v 


ere 


oi  cession 


<'oncluded  in  |S|!).  No  works  <»f  iiileriial  iniprovcinent,  except  lh( 
"Kind's  road,"  in  Fast  Florida,  and  a  short  and  siiiali  canal  t'lever 
ccuijilclcd)  near   liake    Ohcr/io/jr,  and  l)c    nralimc's   surNc  "'>, 

&c;.,  wer(    coiniiicnecd   hy  the    IJrilish  or  Spanish  novcniih  i.i.  i 

the  pro\inc(  s   were   uridrr  the  control  of  eillier  of  those  powers  ;  and 


since  llicir   Iraiistcr  to  the 


I'nil 


ed   Slate 


various  circumstance 


liave 


e   comniercia 


<'omhiiied    to   retard   th<'   d-'velopmenl  of  llieir    valuahl 
amiculluial,  and  oilier  rooiirces. 

The  loriilicatioiis  then  near  l*cnsacola,  that  at  St.  Mark's,  the  l()rt  al 
St.  Au^'usliiic,  and  an  old  deliiice  i-allcd  Fort  (Icorye,  near  llie  mouth 
oftlic  river  St.  John's,  were  all  the  military  detcnces  worth  mentioning 
existing  ill  tlir  provinces  al  liie  cession.  The  United  Slales  have  since 
t'slahli^hed  a  na\y  yard  and  works  l!)r  the  repair  of  vessels  of  war, 
and  erected  oiher  litrts,  and  huill  a  naval  and  marine  hospit:o  near  I'cn- 
.sacola;  ire  hiiiidliiii  iiirlilicatious  at  the  'I'orlugas,  and  at  Key  West, 
and  iieai'  the  mouth  o!'  the  St.  Mary';-,  ri\er,  and  have  placed  the  f()rl  at 
Si.  Aii,:^n-i;ne  m  <.>ood  conilition  ;  hat  no  other  pari  of  the  extensive  and 


exposi 


LJUl 


md 


acoasi   ol  tlie  State   is  in  any  degree  lorlihed;  nor 


are  there  propei-  preparations  made  tor  the  construction,  al  anea 


rly  pe- 


riod, of  such  deieiiees.  'I'he  ciilire  Atlantic  and  dull'  coast  of  th 
United  Stales,  from  l'assaiua(|Uoddy  to  the  Itio  del  iNorte,  is  ahout  3,O(J0 
lijiies,  and  of  this  extent  the  coast  and  reefs  of  Florida,  from  St.  Mary's, 
aroiii.d  the  Toriugas,  In  the  I'erdido,  comprise  upwards  oi  1,201)  miles, 
exliiidiiig  over  S'""  oi  latiliide  and  7.V^  of  longitude;  heing  more  tlum 
OIK -third  of  the  whole  co:!sl. 

Within  a  li'W  years  ])ast,  our  "  co«.s7  ,s//nvj/ "  has  heen  commenced, 
hut  with  meagre  and  inadeipiate  appropriations,  not  at  all  in  just  pro- 
])ortion  cither  lo  the  neces.>ilies  of  the  work,  or  to  the  amounts  yielded 
t()i  siK'h  surveys  in  oilier  sections  less  important  to  the  whole  country. 
No  canal  or  railroad  has  heen  constrncttHl  hy  the  lederal  government  in 
Florida,  hiit  the  expeiidiiure  of  a  lew  thousands  of  dollars  (whilst  Flor- 
ida was  a  Tini/tinj)  t()r  the  removal  of  ohstructions  in  some  of  the 
rivers  and  haihors,  and  t()r  two  or  three  partial  sur\eys  of  im[)ortant 
routes  of  a  national  character,  has  given  rise  to  allegations  that  profuse 
grants  have  heen  made  lor  her  hcnelit.     She  has,  too,  been  unjustly  re- 


l:i 


!     !|* 


.If: 


I 


688 


ANDREWS      HEPORT    ON 


proaclied  as  being  the  cause  of  the  immense  expenditures  so  profitlessly 
made  in  the  Seminole  war ;  and  by  some  she  is  held  responsible  for  all 
the  lolly,  waste,  extravagance,  impositions,  peculations,  and  frauds 
committed  in  that  war  by  the  cmp/oi/cci  of  the  federal  government,  thougli 
not  citizens  of  the  State.  A  similar  class  have  had  the  infamous  au- 
dacity to  impute  to  her  jieople  the  purposed  origination  of  the  war,  and 
a  desire  tor  its  protraction,  as  a  source  of  pecuniary  gain.  A  devastated 
frontier  of  sm'eral  hundred  miles,  and  tlu;  butchery  by  the  savages  of 
hundreds  of  men,  women,  and  children,  throughout  the  State,  and  the 
utter  ruin  brought  upon  many  of  her  citizens  by  that  war,  ought  to  be 
sufficient  to  j)rove  the  falsity  of  this  accusation.  Those  who  have  prop- 
agated or  countenanced  such  unscrupulous  slanders  against  the  people 
of  Florida  have  not,  when  challenged,  exposed  a  single  case  in  which 
any  citizen  of  the  State  has  obtained  payment  of  any  demand  against 
the  United  States,  founded  on  fraud ;  and  the  public  records  of  Con- 
gress and  of  the  federal  departments  will  verify  the  declaration  that 
scores  of"  Floridians  hiive  been  refused  payment  of  just  claims,  or  post- 
poned on  the  most  frivolous  pretexts  and  discredital)le  suspicions. 

If  attempts  have  been  made  in  any  instance,  by  individuals  claiming 
to  belong  to  Florida,  to  obtain  from  the  li'deral  treasury  claims  not 
fimntled  in  strict  justice,  such  disluinorable  exceptions  do  not  excuse 
wholesale  imputations  against  the  citizens  of  the  Stat(;  generally,  nor 
justify  the  excitement  of  prejudices  against  them,  and  the  withliolding 
payment  of  just  demands. 

I3oth  of  the  provinces,  when  acquired  by  the  United  States,  (excepting 
only  a  small  portion  of  country  around  thecity  of  Pensacola,  at  the  western 
extremity,  and  the  region  contiguous  to  the  city  of  St.  Augustine,  and 
to  the  lower  part  of  tlie  river  St.  John's,  in  East  Florida,)  were  in  the 
possession  of"  warlike  and  hostile  bands  of  savages.  The  territories, 
when  ceded,  were  covered  witli  British  and  Spanish  titles  to  lands, 
some  lor  tracts  of  several  thousands  of  acres.  The  "  Forbes  grant" — 
extending  from  the  St.  Mark's  to  the  west  sid(^  of  the  Apalachicola 
river,  and  including  also  the  site  of  the  city  of  Apalachicola,  and  several 
thousands  of  acres  contiguous  thereto,  further  west,  and  the  adjacent 
islands  of  St.  George  and  St.  Vincent,  and  Dog  island,  and  reaching 
upwards  of  sixty  miles  from  the  coast  into  the  interior — covered  an  area 
of  upwards  of  one  million  two  hundred  thousand  acres.  Most  of  the 
lands  which  had  not  been  previously  granted  were  included  in  the  con- 
cessions by  the  King  of  Spain  to  the  Duke  of  Alagon,  llie  Chevalier 
De  Vargas,  and  the  Count  of  Punon  Rostros,  clandestinely  made  whilst 
the  treaty  of  cession  was  being  negotiated,  and  which,  thougli  annulled 
by  a  codicil  to  die  treaty,  are  still  claimed  by  the  grantees,  and  those 
to  whom  the  grants  have  been  assigned,  to  be  valid  and  in  f()rcc.  A 
decision  has  recently  been  given  by  the  United  States  court  in  Florida, 
in  a  suit  brought  upon  the  Alagon  or  "Hackley  grant,"  against  its  va- 
lidity. The  procrastination  since  1823  of  the  definitive  ascertainment 
and  confirmation  or  rejection  of  alleged  Spanish  titles,  has  been  a  serious 
evil  to  the  State,  and  aided  to  retard  its  settlement  and  progress. 

The  removal  of  many  (»f  the  Indians  fiom  the  up[)cr  and  middle 
.sections  to  below  28°  (N.  L.)  on  the  peninsula,  was  effected  about 
1825,  under  the  treaty   made   with  the  chiefs  at  Camp  Moultrie  in» 


COLONIAL   AND  LAKE    TRADE. 


689 


)  profitlossly 
nsiblc  for  all 

iiiul  frauds 
lunit,  tli(nigh 
iit'anious  au- 
dio war,  and 
^  devastated 
e  savages  of 
ate,  and  the 
,  ought  to  be 
o  have  prop- 
it  the  people 
use  in  winch 
land  against 
;)rds  of  Con- 
iaration  that 
inis,  or  post- 
picions. 
lals  claiming 

claims   not 

o  not  excuse 

'iierally,  nor 

withholding 

s,  (excepting 
Hi  the  western 
gustine,  and 

were  in  the 
c  territories, 
les  to  liinds, 
)es  grant" — 
^palachicola 
,  and  several 
the  adjacent 
ind  reaching 
cred  an  area 

Most  of  the 

in  tlic  c<jn- 

le  Chevalier 

made  whilst 

igh  annulled 

s,  and  those 
in  fi)rce.  A 
t  in  Florida, 
[ainst  its  va- 
icertainment 

en  a  serious 
Igress. 

and  middle 
(•ctcd  about 

Moultrie  in 


1823.     Though  this  measure  opened  a  large  portion  of  the  country 
to  settlement,  and  when  adopted  was  generally  commended,  expe- 
rience has  proved  that  it  was  injudicious  policy.     It  has  been  the 
prolific  cause  of  subsequent  troubles,  and  of  great  sacrifice  of  life  and 
property  by  the  people  of  Florida,  and  of  immense  expenditures 
by  the  federal  government;  the  responsibility  lor  which,  as  before 
stated,  has  been  most  unjustly  attributed  to  the  inhabitants  of  the 
State.     The  measure  referred  to  has  put  back  the  State  at  least  a  fifth 
of  a  century.    Four  large  bands  or  towns  of  Indians,  located  on  the 
Apalachicola,  remained  tnere  till  1834,  when  they  were  removed  peace- 
ably, in  conformity  with  treaty  stipulations,  to  the  Indian  territory  west 
of  the  Arkansas.    In  1835  the  Seminoles,  Miccossukies,  and  other  tribes, 
{concentrated,  as  above  stated,  near  the  fastnesses  of  the  peninsula,)  in 
resistance  to  the  enforcement  of  treaties  stipulating  for  their  emigration 
west  of  the  Arkansas,  commenced  predatory  hostilities  that  soon  ripened 
into  open  war,  which  lasted  for  seven  years,  and  was  attended  with  but 
limited  and  partially  creditable  success  to  the  federal  government,  or  to 
its  officers,  either  in  arms  or  in  diplomacy.     The  best  measure  adopted 
by  the  United  States  during  the  war  was  the  "armed  occupation"  act 
of  1842 ;  though  the  policy  pursued  by  the  federal  government,  in  ihe 
execution  of  the  law,  until  the  act  of  July  1,  1848,  was  passed,  de- 
creased its  benefits.     The  contest  was  abandoned  by  the  United  States 
in  1842,  an  "  arrangement"  with  the  yet  unsubdued  Indians  then  being 
made  (similar  to  two  others  after  1835,  which  they  had  violated)  by 
the  general  officer  commanding  the  United  States  regular  forces  in 
Florida ;  and  which  last  *'  arrangement,"  in  disregard  of  the  previout 
treaties,  stipulated  that  those  Indians,  headed  by  the  chiefs  Arpiarka  and 
Bowlegs,  might  remain  on  the  peninsula.     Their  whole  number,  it  is 
estimated,  cannot  exceed  eight  hundred,  and  they  are  on  paper  restricted 
to  prescribed  limits,  embracing  many  hundreds  of  square  miles  in  area. 
Since  that  '•  arrangement,"  repeated  disturbances,  attended  by  blood- 
shed and  the  destruction  of  pioperty,  have  occurred,  owing,  it  is  alleged 
by  the  citizens,  to  the  depredations  of  the  Inaians  outside  of  the  country 
reserved  for  them ;  and,  on  the  other  hand,  asserted  by  those  inimical 
to  the  people  of  Florida  to  be  occasioned  by  the  encroachments  of  the 
frontier  population  upon  the  Indian  reservation.     The  officers  of  the 
federal  government  have  not  restrained  the  Indians  to  the  limits  of  the 
"  reservation;"  and  while  this  duty  is  neglected,  collisions  and  conflicts  be- 
tween the  savages  and  the  settlers  near  to  the  lines  are  inevitable.    Means 
are  now  being  adopted  to  effect  the  removal  of  the  few  hundred  war- 
riors and  women  and  childr<n  yet  remaining  (and  it  is  said  in  a  state 
of  destitution)  on  the  lower  end  of  the  peninsula,  and  which  efforts  it 
is  hoped  may  be  successful ;  but  if  they  fail,   prompt  and   efficient 
measures  will  certainly  be  taken  by  the  State  government  to  abate  this 
evil,  so  blighting  to  the  prosperity  of  Florida. 

It  is  a  striking  fact  in  the  history  of  the  provinces  of  Florida,  that 
since  their  first  discovery  by  the  Spaniards,  neaily  three  centuries  and 
a  half  ago,  they  have  never  enjoyed  twenty  successive  years  of  peace 
and  tranquillity,  undisturbed  by  domestic  warlike  conflicts"  or  foreign 
hostile  invasion.  They  have  changed  owners  and  masters  several 
times,  The  late  disturbances  with  the  Seminoles  brought  destruction 
44 


H 


"?■ 


ii' 


11 


II 


690 


ANDREWS     REPORT   ON 


and  ruin  upon  many  Floridians,  and  the  insecurity  to  life  and  property 
since  1835  not  only  deterred  emigration  to  Florida,  but  hundreds  of 
worthy  and  valuable  citizens  abandoned  their  plantations,  and,  with 
their  families,  went  to  other  southern  States,  where  they  would  not  be 
daily  liable  to  massacre  and  devastation,  owing  to  the  neglect,  by  the 
federal  government,  of  the  duty  of  protection. 

The  creation  by  the  territorial  legislature  of  some  ten  or  a  dozen 
banks,  to  three  of  which  were  given  territorial  bonds  or  guaranties  to 
raise  their  capital,  and  the  failure  of  all  these  corporations  prior  to  or 
in  1837,  the  inability  of  any  of  them  to  retrieve  their  credit,  and  the 
liability  imputed  by  the  foreign  holders  of  the  "faith  bonds"  and  "guar- 
anties" to  the  State  of  Florida,  since  organized,  for  several  millions  of 
dollars,  have  been  a  serious  drawback  to  the  settlement  and  growth  of 
the  State.  The  State  constitution  expressly  inhibits  the  State  legisla- 
ture from  levying  any  tax  for  the  redemption  of  these  imputed  obliga- 
tions ;  those  who  effected  the  adoption  of  such  restriction  contending 
that  the  people  of  the  State  are  not  justly  responsible  for  the  improvi- 
dent acts,  allowed  by  Congress,  of  the  territorial  authorities,  who,  they 
insist,  were  the  creatures  solely  of  federal  legislation  and  federal  execu- 
tive power,  and  also  that  the  bonds  were  purchased  by  the  holders  in 
disregard  of  the  conditions  of  the  acts  of  incorporation,  and  with  full 
knowledge  of  all  the  facts.  Some  contend,  also,  that  the  territorial 
banks  were  created  without  any  competent  legal  power  in  the  terri- 
torial legislative  council  therefor. 

The  annexation  of  Texas  first,  and  the  subsequent  acquisition  of 
California,  and  the  discovery  of  gold  there,  also  diverted  emigration 
from  Florida  to  those  States. 

These  events  have  greatly  retarded  the  growth  and  prosperity  of  the 
State  ;  and  the  present  backward  condition  of  her  internal  improvements 
should  not  be  mentioned  without  also  adverting,  at  the  same  time,  to 
them  as  her  apologies.  Her  people  are  as  public-spirited  and  as  enter- 
prising as  those  of  any  other  section,  but  their  energies  have  been  stifled 
by  the  series  of  untoward  circumstances  alluded  to.  Blessed  with  a 
genial  climate  and  a  fruitful  soil,  and  advantages  for  improvement,  with 
tacility  and  cheapness  unsurpassed  by  any  country,  it  is  believed  Flor- 
ida is  destined,  in  time,  to  become  a  populous  and  one  of  the  richest 
and  most  prosperous  States  in  the  Uni(»n. 

The  severe  restrictions  imposed  in  1832  and  1834  upon  our  Cuba 
and  Porto  Rico  trade  are  ably  and  fully  exposed  by  Senator  Mallory 
in  his  recent  pamphlet  on  that  subject.  They  are  a  serious  grievance 
to  the  State.  But  for  those  restrictions,  we  should  sell  annually  to 
those  islands  many  thousands  of  dollars  worth  of  agricultural  products, 
stock,  &c.  The  restrictions  should  be  forthwith  abrogated,  if  the  com- 
mercial and  agricultural  interests  of  the  Gulf  and  Atlantic  southern 
States  are  entitled  to  any  consideration ;  and,  indeed,  the  dictates  of 
sound  policy  and  equal  justice  to  every  section  of  the  Union  impera- 
tively demand  the  repeal  of  those  laws. 

It  is  proper,  also,  to  state  here  that  the  failure  of  the  federal  govern- 
ment to  fulfil  in  gcM>d  faith  its  obhgation  to  indemnil'y  Spanish  inhabi- 
tants for  the  spoliations  of  1812,  1813, 1814,  and  1818,  when  the  prov- 
vinces  (then  belonging  to  Spain)  were  invaded  by  the  troops  of  the 


il 


COLONIAL   AND    LAKE    TRADE. 


691 


nd  property 
lundreds  of 
and,  with 
Duld  not  be 
lect,  by  the 

or  a  dozen 
iiaranties  to 

prior  to  or 
ht,  and  the 

and"guar- 

millions  of 
d  growth  of 
tatc  legisla- 
ted obliga- 

contending 
he  improvi- 
5,  who,  they 
leral  execu- 
i  holders  in 
id  with  full 
e  territorial 
n  the  terri- 

^quisition  of 
emigration 

perity  of  the 
iprovements 
ime  time,  to 
id  as  enter- 
been  stifled 
ssed  with  a 
cment,  with 
lieved  Flor- 
'  the  richest 

m  our  Cuba 
tor  Mallory 
13  grievance 
annually  to 
al  products, 

if  the  com- 
ic southern 

dictates  of 
ion  impera- 

3ral  govern- 
lish  inhabi- 
;n  the  prov- 
"oops  of  the 


United  States ;  and  the  withholding  of  protection  to  the  citizens  of  Flor- 
ida during  the  protracted  Indian  hostilities  which  commenced  in  1835; 
and  the  refusal  to  indemnily  the  many  hundreds  of  citizens  whose  prop- 
erty was  devastated  by  the  savages,  owing  to  the  flagrant  neglect  ot  the 
federal  government  to  fulfil  its  duty  of  affording  proper  protection  to 
them ;  and,  likewise,  the  refusal  to  pay  others  their  just  dues  for  supplies 
furnished  to  troops  in  service,  and  ibr  services  rendered  the  federal  gov- 
ernment— are  all  matters  that  have  been  severely  felt  in  Florida,  and 
have  all  materially  retarded  its  prosperity. 

The  only  railroad  in  Florida  now  m  operation  is  the  Tallahassee  and 
St.  Marks  road.  It  was  built  about  1834,  by  an  incorporated  company. 
It  now  runs  from  Tallahassee  to  the  seaport  at  the  site  of  the  ancient 
Spanish  fortress  of  St.  Marks,  at  the  junction  of  the  St.  Marks  and 
Wakulla  rivers,  a  distance  of  about  23  miles,  and  is  in  good  condition. 
Between  twenty  and  thirty  thousand  bales  of  cotton,  and  large  amounts 
of  other  produce  and  of  merchandise,  are  annually  transported  over 
this  road.  It  originally  crossed  the  St.  Marks  river,  and  run  to  a  point 
on  the  bay  of  St.  Mui  Us,  or  Apalacfie,  a  short  di.sLance  below  its  present 
terminus,  where  a  flourishing  village  soon  sprang  up,  but  which  was  in 
1843  totally  demolished  by  an  unprecedented  hurricane  and  flood  from 
the  Gulf,  by  which  many  lives  were  lost.  This  railroad  is  now  owned 
chiefly  by  General  Call.  The  cost  of  construction,  of  rebuilding  it,  and 
of  repairs,  has  probably  been  $250,000 ;  but  it  is  generally  considered  to 
be  a  good  inve?tment.  If  it  is  intersected  by  the  contemplated  great 
Central  road,  hereafter  spoken  of,  it  will  increase  in  value.  The  Georgia 
"  Brunswick  Company,"  hereafter  alluded  to,  it  is  understood  desire  to 
connect  with  this  roacl;  and  projects  have  been  in  contemplation  to  ex- 
tend the  Tallahassee  road  to  Thomasville,  Georgia,  and  to  other  points 
in  Georgia,  without  reference  to  the  Brunswick  Company.  Such  ex- 
tension will  add  to  its  importance. 

Plank  roads  are  being  projected  at  several  detached  points  in  Florida, 
for  short  distances,  and  one  several  miles  in  length  is  now  in  course  of 
construction  from  New  Port  (a  rival  town  to  St.  Marks,  situate  a  few 
miles  above  it,  on  the  St.  Marks  river)  to  the  Georgia  line. 

A  small  private  railroad  was  constructed  a  few  years  ago,  leading  to 
Forsyth  &  Simpson's  extensive  manufactories  and  mills,  near  Bagdad, 
on  Black  Water  river.  West  Florida ;  but  it  became  useless,  and  has 
been  taken  up. 

In  1835,  a  company  was  incorporated  to  build  a  canal  or  railroad  to 
connect  the  Apalachicola  river  (through  Lake  Wimico)  with  St.  Joseph 
bay ;  at  which  it  was  intended  to  establish  a  shipping  port  for  the 
produce  brought  down  the  Chattahoochie,  and  Flint,  and  Apalachicola 
rivers,  and  from  the  surrounding  country,  and  for  receiving  and  for- 
warding merchandise  to  the  interior,  and  as  a  rival  to  the  city  of  Apa- 
lachicola. A  road  about  nine  miles  long  was  put  in  operation,  but,  in 
consequence  of  the  difficulties  attending  the  passage  of  large  steam- 
boats through  the  shoal  waters  of  the  lake,  it  was  abandoned  in  1839; 
and  another  road  running  from  St.,  Joseph,  north,  about  thirty  miles  to 
lola,  a  village  eslablished  on  the  west  side  of  the  Apalaciiicola,  a  m.ile 
above  the  Chipola  river,  was  constructed  at  an  expense  of  upwards  of 
^00,000.     A  bridge  of  superior  construction,  several  hundred  yards  in 


(592 


ANDREWS     REPORT    Olf 


length,  was  thrown  across  the  Chipola,  and  the  raihoad  continued  upon 
it.  A  town  was  soon  built,  at  the  southern  terminus,  on  the  bay  of  St. 
Joseph,  which  bay  has  an  excellent  harbor,  easily  accessible  to  mer- 
chant vessels  of"  the  first  class  usually  employed  in  southern  trade.  In 
1841,  the  railroad,  in  consequence  of  pecuniary  embarrassments  of  the 
company,  occasioned  by  its  immense  expenditures,  was  abandoned, 
and  soon  after,  the  rails  were  taken  up  and  sold  to  a  railroad  company 
in  Georgia.  Many  persons  contend  that  the  site  has  superior  advan- 
tages, and  that  with  judicious  management  it  would  have  succeeded, 
and  that  it  may  be  resuscitated  at  some  future  period  under  favorable 
auspices.  The  proper  and  judicious  improvement  of  the  harbor  of 
Apalachicola  would,  of  course,  prevent  this,  and  especially  if  the  inland 
communication  along  the  coast  (hereafter  mentioned)  from  South  Cape 
to  the  Mississippi  is  undertaken.  Apalachicola  now  ships  to  foreign 
ports  and  coastwise  upwards  of  86,000,000  worth  of  cotton  and  other 
produce  annually ;  and  receives  a  corresponding  amount  of  merchan- 
dise for  transportation  into  the  interior ;  and  lias,  besides,  considerable 
trade. 

Some  miles  of  the  Florida,  Alabama,  and  Georgia  railroad,  near 
Pensacola,  were  graded  as  hereinafter  stated  several  years  ago;  but 
that  work  has  been  suspended  for  the  present. 

Excepting  some  local  improvements  at  tiie  cilv  of  St.  Augustine, 
made  by  the  federal  government,  and  which  were  necessary  tor  the 
preservation  of  its  property  there,  the  foregoing,  it  is  believed,  comprise 
all  the  works  of  the  character  you  inquire  of  heretot()re  constructed  or 
partially  constructed  in  Florida. 

Florida  has  several  capacious  and  secure  harbors,  and  of  easy 
entrance.  No  less  than  twenty-six  important  rivers — the  Perdido,  the 
Escambia,  the  Black  Water,  and  Yellow  rivers,  (through  St.  Mary  de 
Galvez  bay,)  the  Choctawhatchie,  the  Aj)alachicola,  (into  which  How 
the  Chattahoochie  and  the  Flint,)  the  Ockolockony,  the  St.  Marks,  and 
Wakulla,  thrf)ugh  St.  Marks  or  Apalache  bay,)  the  Wacissa  and  Os- 
cilla,  the  Suwanee  or  Little  St.  John's  and  its  tributaries,  the  Widila- 
coocy,  and  Alapahau,  and  Santaftei,  the  Weethlockochee  or  Amixura, 
the  Hillsborough,  the  Nokoshotee  or  Manatee,  the  Talarhpko,  or  l*eas 
creek,  the  Caloosahatche,  the  Otsego,  the  two  Caximbas,  the  Galivaus 
river,  Harney's  river  and  Shark  river ;  besides  other  streams  of  lesser 
note — flow  from  or  through  the  State  into  the  Gulf  of  Mexico.  The  five 
first  named  rivers  extend  into  the  State  of  Alabama.  They  already 
bear  upon  tfieir  waters  to  the  Florida  Gulf  shipping  ports  valuable 
products,  whicli  could  be  greatly  increased  by  comparatively  trifling 
jiriificial  "internal  improvemtets,"  and  the  value  of  the  public  and 
private  lands  in  Alabama,  contiguous  to  them,  much  enhanced.  The 
Chattahoochie  river  is  the  Ixjundary  between  Alabama  and  Georgia, 
and  is  navigable  f()r  steamboals  ihv  u{)wards  of  150  miles  northward 
from  its  Junction  with  the  Flint,  where  they  form  the  Apalaciiicola. 
The  Flint  extends  upwards  of  100  miles,  into  one  of  the  most  productive 
sections  of  Georgia.  Ttie  Ockolockony,  the  Oscilla,  the  Suwanee  and 
the  two  first  named  of  its  tribularii'S,  all  extend  into  Georgia;  ami  if 
all  of  them  are  n(»t  susceptible,  by  artificial  improvement,  of  Ijeing 
made  navigable  for  steamboats  of  a  large  class,  they  can  be  made  equal 


COLONIAL   AND   LAKE    TRADE. 


693 


to  most  of  ine  ordinary  canals  in  operation  in  the  middle  States,  to 
within  a  few  miles  of  their  respective  sources,  in  affording  facilities  for 
the  transportation  of  produce  to  the  coast,  and  of  merchandise  into  the 
interior.  Every  one  of  the  rivers  named,  not  only  at  their  respective 
outlets  to  the  gulf,  but  with  reference  to  their  navigation  in  ihe  interior, 
is  susceptible  of  artificial  improvement,  the  beneficial  effects  of  which 
would  be  commensurate  to  the  expense  incurred.  The  country  at  large 
would  not  only  be  benefitted  by  the  promotion  and  extension  of  the 
agricultural  and  commercial  interests  of  the  contiguous  region,  and  the 
development  of  new  sources  of  wealth  and  prosperity  that  the  improve- 
ment suggested  would  cause,  but  the  facilities  for  cheap  and  ready 
defence  of  an  extensive  coast  frontier  (nov/  greatly  exposed  to  a  foreign 
maritime  enemy)  that  such  improvements  would  afford  would  be  of 
incalculable  national  advantage.  In  fact,  the  federal  treasury,  as  to  most 
of  them,  would  be  more  than  reimbursed  for  all  outlays  (if  it  undertook 
the  works)  by  the  enhanced  value  of  the  public  lands  in  their  vicinity, 
and  their  consequent  increased  sales ;  and  if  undertaken  by  a  iState 
or  States,  or  by  corporate  associations,  and  a  proper  p^Mion  of  the  lands 
were  granted  in  aid  of  the  works,  the  United  States  would  be  remu- 
nerated by  the  increased  value  of  the  portion  retained.  The  States  of 
Alabama  and  Georgia  are  directly  uiterested  in  the  improvements 
referred  to  to  an  extent  (juite  equal  to  the  interest  of  the  State  of  Florida. 
Some  years  since,  the  legislature  of  the  last  named  State  directed  an 
examination  of  the  Ockolockony  river  with  a  view  to  its  improvement; 
and  it  has,  also,  at  different  times,  made  examinations  with  a  view  to 
the  improvement  of  the  navigation  of  the  Chattahoochie  and  Flint  rivers ; 
and  it  has  expended  some  money  on  both.  Alabama  has  as  yet  done 
but  little  to  promote  the  interests  of  her  southeastern  counties  in  obtain- 
ing facilities  tor  the  transportation  of  produce  to  the  gulf  through  Florida. 

It  is  believed  that  the  improvement  of  the  bays  and  harbors,  and  of 
their  outlets,  to  the  gulf  or  sea,  can  be  rendered  easier,  less  expensive, 
and  more  substantifu  and  permanent,  by  the  adoption  of  the  system  of 
closing  unnecessary  delta  or  outlets ;  and,  instead  of  removing  bars  or 
deepening  channels  by  excavation,  making  portions  of  them  positive 
and  immovable  obstructions ;  thereby  confinmg  the  waters  to  as  few 
channels  as  possible,  and  causing  them  to  force  and  deepen  those  chan- 
nels for  their  debouchement  to  the  jrulf  or  sea.  Especially  on  the  southern 
Atlantic  coast,  and  in  the  gulf,  is  this  plan  deemed  to  be  the  most  eligible. 

Several  diflerent  examinations,  reconnoissances,  or  surveys  have 
been  made  of  some  of  these  rivers,  and  their  outlets,  and  reports  fur- 
nished as  to  their  susceptibility  of  advantag(>ous  improvement;  which 
can  be  found  by  reference  to  the  public  doc  jments,  of  which  a  list  is 
annexed  in  note  A.  . 

That  an  inland  water  communication  from  the  Mississippi  river  to 
South  Cape,  in  Middle  Florida,  could  be  obtained  for  steamooats  of  a 
medium  size,  and  coasting  craft,  was  many  years  ago  maintained  by  high 
authority.  The  expense  necessary  to  obtain  such  inland  communica- 
tion, by  canalling  between  the  nearly  continuous  line  of  bays  or  sounds 
running  parallel  with  the  gulf  coast  from  South  Cape  to  the  Mississippi, 
and  by  closing  the  mouths  of  one  or  two  streams,  and  stopping  a  few 
shoal  inlets,  is  really  trifling  when  the  immense  advantages  to  flow 


I  'ii 


694 


ANDREWS     REPORT    ON 


from  such  work  are  estimated.  But  I  will  not  dilate  on  (his  undertaking. 
The  public  documents  enumerated  in  note  A  afford  full  information  on 
the  subject,  and  demonstrate  to  my  judgment,  the  entire  practicability 
of  effecting  results  especially  beneficial  to  the  western  States,  and  to 
Alabama  and  Florida,  and,  when  such  communication  is  extended 
ac'oss  the  peninsula  to  the  ocean,  important  to  the  Atlantic  States. 

On  the  Atlantic  or  eastern  coast  of  Florida,  abovi'  or  North  of  Cape 
Sable,  there  are  several  important  streams,  which  could  also  be  im- 
proved by  widening,  straightening,  and  deepening,  and  by  removing 
obstructions  in  the  navigation,  at  comparatively  trifling  expense,  con- 
sidering the  benefits  that  would  result  thcretrom'in  the  same  wa}'  above 
mentioned. 

The  sound  behind  the  tongue  of  land  terminating  at  Capt;  Florida 
receives  the  Miami  river.  Little  river,  Arch  creek,  Rio  Ratones,  and 
Snake  creek,  and  extends  several  miles  north,  parallel  with  the  sea-shore. 
New  river  inlet,  Hillsborough  river  and  inlet,  Jupiter  inlet,  St.  Lucia 
river  and  inlet,  Halifax  river  and  inlet,  Mosipiito  river  and  inlet,  Man- 
tanzas  river  and  inlet,  St.  Augustine  harbor.  North  river,  San  Pablo 
creek,  St.  John's  river,  Nassau  bay  and  river,  and  the  river  St.  Mary's, 
(the  latter  being  the  boundary  between  Florida  and  Georgia,)  are  all 
important  points  on  the  Atlantic  coast.  As  is  heretot()re  stated,  in  re- 
spect of  the  gulf  coast  between  South  Cape,  in  Middle  Florida,  and  the 
Mississippi,  a  nearly  continuous  line  of  inland  "sound  navigation,"  fi)r 
coasting  craft  and  steamboats  of  the  medium  size,  drawing  six  or  seven 
feet,  it  has  been  suggest^',  (.'md  with  great  plausibility,)  may  be  effected 
from  Cape  Florida  to  the  mouth  of  the  St.  Mary's  river  by  closing  se- 
curely and  permanently  some  of  the  inlets  mentioned,  and  b}^  excava- 
ting less  than  thirty  miles  of  canal,  and  by  widening  and  deepening, 
in  a  few  places,  the  natural  channels  of  the  interior  communications 
now  existing;  being  the  "sounds,"  and  also  the  "lakes"  and  rivers, 
adjacent  to,  and  extending,  (with  but  trifUng  interruption,)  along  the 
entire  eastern  coast  (tf  the  State,  and  running  parallel  with  the  sea- 
shore, at  a  short  distance  therefrom,  in  the  interior.  And  it  has  been  pre- 
dicted that,  alter  such  improvement,  the  natural  effect  of  the  tides  from  the 
sea,  through  the  "inlets"  remaining  open,  and  of  the  iiccumulatioii  ot" 
the  waters  flowing  into  the  sounds  from  the  interior,  and  restrained  to 
such  outlet  to  the  sea,  and  the  currents  crmsed  thereby,  would  be,  not 
only  to  increase  the  depih  of  the  channels  of  the  sounds,  but  to  deepen 
several  feet  and  keep  open  iIk;  entrances  from  the  ocean  at  St.  Augus- 
tine, and  St.  John's,  and  to  such  extent  as  always  to  admit  large  ves- 
sels adapted  to  foreign  trade.  The  entire  expense  of  such  imp' ove- 
menis,  it  is  estimated,  would  not  exceerl  two  hundred  and  fifty  thou- 
sand dollars.  But  if  it  should  b^'  three  or  f()tn-  times  that  sum,  it  would 
not  ecjual  the  value;  of  the  benefits  resulting  in  a  national  point  of  view, 
and  to  other  States  besides  Florida.  Such  improvements  would  ren- 
der the  entire  coast  from  St.  Augustine  to  Cape  Florida  liirever  im- 
pregnablc  to  any  enemy,  and  cv(>n  exempt  it  from  annoyance;  without 
the  necessity  of  fortifications,  except  at  the  outlets  to  the  sea,  left  open, 
and  deep<'ned,  as  suggested;  and  many  coasting  vessels  from  th(^  east- 
ward, going  southward,  might,  by  such  inland  communication,  avoid 
the  necessity  of  stemming  the  strong  current  of  the  "gulf  stream;"  of" 


COLONIAL   AND    LAKE    TRADE. 


696 


crossing  the  Bahama  banks ;  and  also  the  other  hazardous  experiment 
of  hugging  Cape  Carnaveral,  and  keeping  close  to  the  Florida  const, 
in  trying  which  so  many  such  vessels  oound  southward  are  wrecked. 
The  documents  referred  to  in  note  A  will  give  you  valuable  inlbrma- 
tion  on  ull  these  points. 

The  clearing  out  of  the  small  streams  emptying  into  the  sounds  at 
the  southern  part  of  the  peninsula,  and  the  connexion  of  the  sources 
of  those  streams  by  canals  with  the  interior  and  Ircsh  waters  of  the 
Pahhayoke  or  Everglades,  covering  an  area  of  at  least  eighty  by  thirty 
miles,  and  with  the  large  and  deep  fresh-water  lake  Okechobe,  further 
north,  and  with  the  interior  river  Kissimme,  running  into  said  lake 
from  Tohopekaliga  lake  and  other  lakes,  (the  waters  extending  ninety 
miles  north  Irom  tlie  mouth  of  the  river,)  would  not  only  reclaim  vast 
(juantities  of  rich  sugar  lands,  now  submerged  by  the  overflow  of  the 
waters,  at  certain  seasons,  but  would  be  tlie  means  of  facile  interior 
communication,  and  also  betW(!on  every  part  of  the  interior  region  and 
the  seaeoast,  and  afford  easy  and  cheap  transportation  tor  all  the  pro- 
duce intended  for  exportation  to  foreign  })orts  or  shipment  coastwise. 
The  extensive  swamp  called  Halpatioke  would  become  dry  and  culti- 
vatable.  And  the  character  of  the  country  is  sucii,  that  the  cost  of 
such  improvement  would  not  be  great.  The  upper  soil  is  light  and 
easy  of  excavation ;  the  substratum  of  clay  with  which  it  is  underlaid 
is  tenacious,  and  prevents  the  difficulties  so  often  caused  by  caving  or 
sliding.  The  lace  of  the  country-  is  level,  and  no  material  obstructions 
arising  from  rocks  will  be  found.  The  principal  obstacle  to  the  under- 
taking is,  that  it  is  of  a  character  which  renders  it  necessary  that  every 
portion  of  it  should  be  commenced  and  carried  on  to  completion 
simultaneously,  and  speedily,  requiring  a  large  laboring  force  and 
united,  combineil,  and  concurrent  action. 

So,  too,  on  the  western  coast  of  the  peninsula,  the  de(*pening  of  the 
outlets,  and  the  connexion  of  the  rivers  emptying  into  the  Gulf  with  the 
same  interior  waters  aijove  mentioned,  would  be  equally  beneficial. 
The  vast  swamp  called  the  Big  Cypress,  or  Atseenhoofa,  could  be 
reclaimed.  And  the  completion  of  such  works  on  both  sides  would 
probably  effijct  a  means  of  passage  t()r  small  coasting  vessels  and 
steamers  across  the  peninsula,  thereby  avoiding  the  perilous  navigation 
of  the  keys  and  reefs  farther  south,  and  extending  southwcstwardly, 
upwards  of  a  hundred  miles  irom  Cape  Florida  and  Cape  Sable,  into 
the  gulli 

The  in^provements  suggested  in  the  two  last  paragraphs  are  subjects 
of  comment  in  the  valuable  documents  annexed  to  a  report  made  by 
Senator  Brcese,  of  llUnois,  liom  the  Committee  on  Public  Lands  of  the 
Senate,  at  the  1st  session,  32d  Congress,  August  28,  1848,  Doc.  No. 
242.  Other  important  int()rmation  as  to  the  agricultural  capabilities, 
and  products,  and  trade,  and  fisheries,  and  other  resources  of  Florida, 
is  to  be  Ibund  in  these  documc's. 

On  the  peninsula  a  railroat  .m  Tampa  Bay  to  the  navigable  waters 
of  the  St.  John's,  near  the  head  of  the  navigation  of  that  river,  has 
been  spoken  of,  and  will  probably  in  a  very  iew  years  be  undertaken. 
When  the  adjacent  country  becomes  more  densely  populated,  such 
work  will  certainly  be  constructed. 


'A 


■■!• 


f 


696 


ANDREWS'    REPORT    ON 


Another  road  from  Trimpn,  running  northwardly  up  the  peninsula, 
avoiding  the  water-courses  on  both  sides,  and  extending  as  tar  up  as 
Jacksonville,  has  been  strongly  urged,  and  has  many  advocates. 

Above  Tampa,  on  the  peninsula,  various  projects  have  been  sug- 
gested to  connect  the  lower  with  the  upper  region  of  the  peninsula,  and 
and  to  connect  the  Gulf"  of  Mexico  with  the  Atlantic. 

It  is  said  that  the  head  waters  of  the  Kissimme  can  be  connected 
with  those  at  the  sources  of  the  St.  John's  river,  so  as  to  be  navigable 
for  boats  transporting  produce. 

A  canal  for  boats  or  barges  ilrawing  four  or  five  feet,  has  been  spoken 
of  as  practicable,  at  small  expense,  from  the  Ocklawaha,  a  branch  of 
the  noble  river  St.  John's,  to  the  navigable  waters  of  Weethlockochee, 
or  Amixura. 

A  canal  from  the  sound  near  Smyrna,  on  the  eastern  edge  of  the 
State,  to  lakes  which  are  the  head  waters  of  the  St.  John's  rivtsr,  a  few 
miles  west  of  the  seacoast,  or  from  a  point  op  the  sound  to  the  same 
waters,  some  distance  farther  south,  has  also  been  suggested. 

A  railroad  from  Pilatki,  on  the  St.  John's  river,  to  such  point  as  may 
be  ascertained  to  be  the  most  eligible,  on  the  gulf  coast,  near  Cedar 
Keys,  or  near  Waccassah  bay,  has  likewise  been  spoken  of;  as  has 
also  a  similar  work  from  Jacksonville,  on  the  St.  John's ;  and  also  one 
from  the  mouth  of  the  St.  Mary's  to  the  same  points  on  the  gulf.  In 
fact,  several  different  railroads  from  the  west  side  of  the  St.  John's 
river,  farther  down  to  the  gulf,  are  in  contemplation. 

One  from  Picolati,  intended  to  extend  east  to  St.  Augustine ;  one  from 
the  head  of  navigation  on  Black  creek  ;  and  one  from  Jacksonville,  or 
a  point  near  that  town,  to  some  point  on  the  gulf,  or  on  the  Suwanee 
river,  have  been  spoken  of;  and,  likewise,  a  railroad  from  St.  Mary's 
river  to  the  Suwanee.  Charters  have  been  obtained  in  past  years,  from 
the  Florida  Idgislature  for  some  of  the  last- mentioned  works,  to  be  un- 
dertaken by  corporate  associations ;  but  none  of  them,  it  is  believed, 
,have  as  yet  had  any  route  properly  surveyed,  preparatory  to  carrying 
out  their  charters  and  commencing  such  work  practically.  The  routes 
of  two  of  these  contemplated  works  are  laid  down  on  the  map  enclosed 
to  you,  of  one  of  whicn  it  is  understood  some  years  since  a  reconnois- 
sance  was  made  by  an  officer  of  the  United  States  army  (Captain 
Blake,)  since  killed  in  battle  in  Mexico.  The  same  officer  made  a  par- 
tial survey  of  the  harbor  of  Tampa,  and  of  a  portion  of  the  eastern 
coast  of  the  State,  and  of  the  sounds  contiguous  thereto,  which  are  re- 
ferred to  in  the  said  list  of  documents,  marked  A. 

The  "thorough-cut,"  or  "great  ship-canal,"  or  "ship-railway"  across 
the  head  of  the  peninsula,  has  been  written  about  a  great  deal  within 
the  last  thirty  years.  It  has  formed  the  subject  of  congressional  speeches 
and  reports,  and  of  newspaper  essays;  and,  many  years  since,  a  board 
of  United  States  engineers,  at  the  head  of  which  was  General  Bernard, 
made  a  partial  survey,  with  a  view  to  ascertain  its  practicability  and 
its  cost.  His  report  and  maps  of  his  surveys  are  to  be  found  in  vol. 
iv.  Ex.  Doc,  2d  sess.  20th  Cong.,  1828-'9,  Doc.  No.  147.  Different 
termini  have  been  indicated  on  the  gulf  side  for  this  work.  The  St. 
John's  river  has  generally  been  mentioned  as  the  most  eligible  terminus 
of  said  work  on  the  eastern  side.     An  appropriation  of  $20,000  will 


COLONIAL   AND   LAKE    TRADE. 


fi97 


he  peninsula, 
as  fur  up  as 
ocates. 

ve  been  sug- 
leninsulii,  and 

be  connected 
be  navigable 

3  been  spoken 
I,  a  branch  of 
ethlockochee, 

I  edge  of  the 
s  riv(!r,  a  tew 

to  the  same 
ted. 

point  as  may 
,  near  Cedar 

II  of;  as  has 
and  also  one 
the  gulf.  In 
le  St.  John's 

ine ;  one  from 
cksonville,  or 
the  Suwanee 
m  St.  Mary's 
St  years,  Irom 
ks,  to  be  un- 
it is  believed, 
y  to  carrying 
The  routes 
nap  enclosed 
I  a  reconnois- 
my  (Captain 
•  made  a  par- 
f  the  eastern 
^'hich  are  re- 

Ivvay"  across 
t  deal  within 
anal  speeches 
since,  a  board 
3ral  Bernard, 
icability  and 
found  in  vol. 
7.  Different 
Tk.  The  St. 
gible  terminus 
820,000  will 


probably  be  made  at  this  sessioi?  of  Congress  for  the  completion  of  the 
survey  tor  this  work. 

Whilst  the  certain  practicability  of  effecting  the  completion  of  this 
stupendous  and  magnificent  project  to  the  full  extent  anticipalcfl  by  some 
of  Its  advocates  has  by  many  been  deemed  questionable,  (and  it  sfcms 
General  Bernard  did  not  believe  in  its  favorable  success,)  yet  other  disin- 
ter sted  and  impartial  persons,  of  a  high  order  of  intelligence,  and 
possessing  accurate  knowledge  of  the  location  through  which  the  canal 
must  be  constructed,  and  of  the  soils  to  be  excavated,  confidently  con- 
tend that  it  is  entirely  practicable.     The  immense  cost  of  the  construc- 
tion of  a  ship-canal  is  an  insuperable  obstacle  to  its  being  undertaken 
by  the  State  of  Florida,  or  by  any  association  of  individuals  there. 
Tho  State  constitution  contains  provisions  virtually  restraining  the  legis- 
lature from  borrowing  money  on  the  faith  and  credit  of  the  State,  even 
for  such  purpose.     Therefore,  if  such  work  is  undertaken,  it  must  be 
by  the  geneial  government,  and  upon  the  most  considerate  estimates, 
founded  upon  previous  examinations  and  accurate  surveys  by  scientific 
and  impartial  engineers.     The  same  observations  apply  to  the  con- 
struction of  the  **ship-raihva)j  "  that  has  been  suggested.    If  the  construc- 
tion of  either  of  these  works  is  ascertained  to  be  feasible,  it  will  be 
beyond  all  question  the  most  important  undertaking  of  the  kind  in  the 
United  States.     No  one  can  deny  that  its  beneficial  results  will  be  emi- 
nently ^^natioruiiy     Whensover  any  route  inside  of  the  Gulf  of  Mexico, 
whether  through  Texas,  through  eastern  Mexico,  or  by  Vera  Cruz,  or 
by  Tehuantepec  to  the  Pacific,  may  be  established,  a  passage  across 
Florida,  as  a  means  of  speedy  and  safe  travel,  and  tor  the  transporta- 
tion of  merchandise,  will  become  imperatively  necessary,  to  enable  the 
eastern  and  middle  Atlantic  States  to  participate  fully  in  the  benefits  of 
such  route.     The  proposed  canal  or  roid  may  be  located  on  a  direct 
and  straight  line  drawn  along  the  coast,  from  Cape  Hatteras  (to  pass 
which,  in  sailing  from  New  York,  a  considerable  defiexion  east  must  be 
made)  to  the  mouth  of  the  Rio  Coatzacoalcos,  on  the  gulf  side  of  the 
isthmus  of  Tehuantepec.     The  legislature  of  Louisiana,  smothering  all 
selfish  local  considerations,  at  a  recent   session  adopted   resolutions 
asking  Congress  to  institute  examinations  as  to  the  Florida  "ship- 
canal  ;"  and  patriotic  and  enterprising  citizens  of  eastern  and  western 
States,  with  wise  forecast,  look  to  the  ascertainment  of  its  practicability 
as  a  result  of  the  highest  importance  to  the  general  interests  of  the  whole 
confederacy — as  well  to  the  Atlantic,  southern,  northern,  eastern,  mid- 
dle, and  interior  States,  and  those  on  the  Pacific,  as  to  the  gulf  and 
Mississippi  States.     Our  Atlantic  merchants  see  that  it  will  greatly 
faciUtate  our  future  trade,  not  only  with  the  Pacific  generally,  but  with 
China  and  with  the  East  Indies. 

Whatever  doubts  may  be  entertained  as  to  the  practicability  of  the 
construction  and  successful  operation  of  a  "s/tip-m/w/ "  or  ^'ship-railway  " 
across  the  peninsula,  it  is  not  doubted  that  canals  tor  boats  drawing  six 
or  seven  feet  water  may  be  made,  cither  from  the  head  of  navigation 
on  Black  creek,  or  from  one  of  the  two  southernmost  prongs  or  branches 
of  the  St.  Mary's  river,  or  from  the  St.  John's  river,  directly  to  the 
capacious,  deep,  and  never-failing  lake,  called  "  Ocean  pond,"  about 
thirty  miles  westwardly  of  Whitesville,  on  Black  creek,  and  about  forty 


1    f 


'J    ; 

■i    ' " 


f    ^1 


i  n 


1   I 


1  4 


698 


ANDREWS     REPORT    ON 


miles  from  Jacksonville,  on  the  St.  John's  river.  From  this  lake  it  is 
supposed  such  c.in.'il  can  be  continued  to  the  navigable  waters  of  the 
Santafll^e,  and,  by  the  improvemc^it  of  the  navigation  of  that  river  and 
of  the  SuNvance  to  the  gulf,  can  also,  without  doubt,  be  constructed ; 
and  the  expense  is  not  estimated  to  be  so  grat  as  to  render  it  an  inju- 
dicious investment.  It  is  believed  also  by  some  persons,  that  a  similar 
canal  for  boafs,  commencing  at  the  head  of  navigation  near  the  great 
southern  bend  ot'  the  St.  Mary's  river,  and  running  across  near  to  llie 
southern  margin  of  the  vast  lake  or  swamp  called  Okelenokee,  and 
directly  to  the  head-waters  of  the  Suwanee,  with  projierin  provements 
to  the  navigation  of  the  St.  Mary's  and  Suwanee  rivers,  is  practicable, 
and  would  be  highly  beneficial  as  a  means  of  transportation  of  produce, 
lumber,  naval  stores,  and  merchandise,  and  that  it  would  also  drain 
and  reclaim  tens  of  thousands  of  acres  of  the  richest  lands  in  that 
region.  Such  work  would  be  greatly  beneficial  to  the  State  of  Georgia, 
wiiich  State  has  heretol()re  made  examinations  and  surveys,  with  a 
view  to  its  construction. 

A  railroatl  has  been  projected  from  Brunswick,  Georgia,  to  the  gulf 
coast,  on  which  coast  tlifterent  points  tor  its  termination  have  been  in- 
dicated. It  is  stated  that  an  association  is  now  being  organized  to 
raise  funds  and  commence  such  work.  Some  years  suice,  partial  re- 
connoissances,  and  some  unperfected  surveys,  were  made  (»f  such 
work,  from  Brunswick,  on  two  different  routes  entering  Middle  Florida; 
but,  ihmi  circumstances  not  fully  understood,  the  commencement  of 
the  work  was  postponed,  and  the  results  of  the  surveys  have  never 
been  made  puolic.  Unless  the  proposed  work  should  enter  Flo-  ida 
much  I'arther  to  the  ea.tt  than  has  been  stated  is  intended,  and  become 
connected  with  the  great  trunk  or  Central  railroad  hercaller  spoken  of, 
so  that  it  would  result  to  some  benefit  to  East  Florida,  it  will  be  re- 
garded with  disfavor  in  that  section  of  ihe  State,  and  meet  with  such 
opposition  as  probably  will  prevent  its  extension  into  the  State  at  all. 
It  would  certainly  be  a  competitor  and  rival  of  the  Central  Florida 
railroad,  if  allowed  to  abstract  from  it  the  southwestern  travel  and 
transportation,  for  the  benefit  of  southern  Georgia,  by  leaving  the  State 
of  Florida  in  the  western  section. 

To  all  the  suggested  improvements  terminating  on  the  gulf  coast, 
near  to  the  delta  of  the  Suwanee,  some  persons  have  objected  that  for- 
midable dnijculties  will  b(!  encountered  to  their  successful  operation, 
owing  to  the  want  of  a  safe  and  good  harbt)r  there,  of  easy  access  near 
to  the  shore  t()r  vessels  drawing  over  seven  or  eight  feet,  and  owing 
also  to  alleged  hazards  attending  the  approach  ot  that  |)art  ol"  the  gulf 
coast.  I  do  not,  however,  hesitate  to  say  that  I  regard  these  objections 
as  fallacious,  and  that  safe  and  good  harbors  tor  vessels  of  twelve  or 
fifteen  feet  draught  can  be  found,  and  v/hic*?  jan  also  be  greatly  im- 
proved by  artificial  means. 

The  first  great  work  to  be  undertaken  ))y  the  State  of  Florida,  is,  in 
my  judgment,  unquestionably,  at  the  present  time,  the  trunk  or  Central 
railroad,  commencing  at  Pensacola,  and  running  eastwardh'  from  Deer- 
point,  at  the  opposite  side  of  Pensacola  bay,  along  or  as  near  the  route  of 
the  old  Bellamy  or  Federal  road  as  is  practicable  to  the  river  St.  John's ; 
the  distance  being  about  three  hundred  and  fifty  miles.  A  road  can  be 
run  from  St.  John's  to  St.  Augustine,  from  Jacksonville,  thirty-eight 


COLONIAL   AND   LAKE    TllADE. 


f)99 


lis  lake  it  is 
kv.'ilors  of  the 
liut  river  unci 

constructed ; 
cr  it  jin  inju- 
that  a  similar 
car  the  great 
3  near  to  tlie 
fenokec,  and 
I  provements 
i  practicable, 
n  of  produce, 
Id  also  drain 
ands  in  that 
e  of  Georgia, 
veys,  with  a 

a,  to  the  gulf 
ave  been  in- 
organized  to 
c,  partial  re- 
ule   of  such 
Idle  Florida ; 
lencement  of 
have  never 
nter  Flo-ida 
and  become 
?r  spoken  of, 
L  will  be  re- 
L>t  with  such 
State  at  all. 
itral  Florida 
1  travel  and 
ing  the  State 

J  gulf  coast, 
;ted  that  Ibr- 
d  operation, 
'  access  near 
,  and  owing 
t  of  the  gulf 
ie  {)bjections 
•f  twelve  or 
greatly  ini- 

orida,  is,  in 
k  or  Central 
'  from  Deer- 

the  route  of 
r  St.  John's ; 
road  can  be 

thirty-eight 


miles,  and  from  Picolati,  eighteen  miles.     All  the  diflerent  sectional 
interests  of  the  upper  portions  of  the  State  would  he  promoted  by  tjuch 
work.     Lfiteral  railroads  to  necessary  points  on  the  gulf  eojist,  and  to 
the  towns  where  the   country  trade  is  carried  on,  norlli  of  the  main 
road,  can  be  made.     These  liiteral  roads  could  be  extended  into  Ala- 
biima  and  (ieorgia,  and,  when  it  mny  be  deemed  advisable,  connected 
with   the  railroads   in   those  Stat(\s ;  and  in  a  lew  yi-ars  not  merely 
Florida,   but  her  conterminous   sister   Stnles,  will   be  interlneed  and 
bound  togcnher,  and   muturilly  strengthened   by  bands  of  iron.     The 
sugar,   cotton,   tobacco,   rice,   Sisnl  hemp,  tar,  turi)entine,  rosin,  and 
resinous  oils  and  lumber,  luid  othei   products  of  tiiose  li'rtile  regions, 
can  be  speedily,  cheiiply,  and  safely  transported  to  market,  either  on 
the  gulf  or  Atlantic,  or   t()r  exportntion   to  li)reign  ports  or  shipment 
coastwise,  in  time  of  war  or  of  pe.'iee  ;  and  in  time  of  war  material  aid 
lor  the  fl("tence  of  the  coast  against  litreign  assault  from  nny  ([u;nter  of 
the  Slat:^  cm  always  be  at  once   furnished  from  the   interior.     Yet  in 
the  constructirjn  of  such  work,  the  just  share  of  the  general  improve- 
ment fund  of  tiie  State  due  to  that  section  detriched  from  the  immediate 
and  direct  ndvantiiges  and  convcuiiences  of  this  road,  and  lying  farther 
south  than  its  efl(?cts  would  be  telt,  should  not  be  expended,  but  should 
be  scrupulously  retJiined  ti)r  the  benefit  of  such  section.     The  facilities 
such  road  would  aflbrd  the  ll'deral  government  ti)r  the  chenp  and  rapid 
trans|)ortrition  of  the  mails  in  times  of  peace,  and  the  like   liicilities 
given  Ibr  the  transpoitation  in  time  of  war  of  troops,  munitions  of  war, 
and  subsistence,  would  be  of  inenleulable  vat'mud  hcnrjk.     The  river 
St.  John's,  which  is  g(>ner;illy  spfiken  of  as  the  ciistern  terminus  of  the 
Central  railro;id,  extends  from  its  mouth  three  hundred  miles  south, 
running  nearly  in  th(>  middle  of  the  peninsuln,  its  sources  being  chnins 
of  large  lakes  exli^nding  south   beyond  the  sources  of  the  Kissimme. 
The  bar  nt  the  entrance  of  the  St.  John's  cannot  ordinarily  be  passed 
by   vessels   drawing   over   tliirte(>n    tlM.-t,    but    inside   it   is    navigable 
by  vessels  of  twenty-five  feet  draught  as  far  up  as  Jacksonville,  and 
by  those  drawing  lwelv(!  teet  up  to  Lake  (Jeorge,  and  two  ti-et  water 
can  be  hnd  to  Lake  Poinsett.     The  tide  seems  to  have  intiuence  at 
Volusia.     The  tnule  of  the  river  at  present  is  chiefly  lumber.     More 
than  thirteen  large  lumber  mills  (mostly  steam)  are  on  the  river  above 
and  below  Jacksonvill(\  the  principal  town   upon  the  river.     About 
three  hundred  and  fifty  vessels  annually  are  loaded  with  lumber  and 
produce  on  the  St.  John's.     The  quantity  of  lumber  annually  shipped 
from  the  St.  John's  river  is  estimated  at  50,000,000  of  tc-et.     An  eftbrt 
will  be  made  this  fsdl  to  deepen  the  water  on  the  bar,  which  it  is  san- 
guinely  anticipated  can  be  done,  so  as  to  admit  vessels  at  low  water 
drawing  twenty  or  twetUy-five  feet,  and  by  an  expenditure  of  about 
twenty  thousand  dollars.     Should  it  be  eflected,  though  it  should  cost 
twenty  times  such  amount,  it  would  be  a  wise  disposition  of  the  money. 
In  case  this  work  succeeds,  so  soon  as  the  great  Central  road  is  fin- 
ished to  the  St.  John's,  a  large  and  flourishing  commercial  city  is  sure 
to  spring  up  in  a  lew  years  at  the  terminus  on  the  river,  wherever  it 
may  be. 

Partial  surveys  of  the  eastern  part  of  one  proposed  route  ibr  this 
road,  terminating  at  Jacksonville,  the  prominent  point  on  the  St.  John's, 
were  made  some  years  ago  by  an  association  of  eastern  capitalists, 


II    .1 


700 


ANDREWS'    REPORT   ON 


( 

I! 


chicHy  from  Boston  ;  but  tlioy  linvo  never  hccn  mnrln  public,  nn>\  it  is 
slntofl  the  Mssocifition  wris  prevented  by  the  Tntiiiin  war  f"rf)ni  pro- 
gressing with  the  undertaking. 

A  ruilrond  has  been  eontetnplnted  from  Pensacfjla,  across  the  south- 
ern corner  of  Alabama  to  Montgomery,  Ahibama;  or  tf)  Cohimbus, 
Georgia  ;  or  to  some;  point  in  Georgia,  low(3r  down  on  the  Chattahnoc'hio 
river;  and  to  unite  with  sotne  of  the  Georgia  roads  running  to  the  At- 
lantic scnbonril.  Great  interest  is  felt  in  the  completion  of  this  road  at 
the  city  of  Pensacola,  and  throughout  the  surrounding  country,  and  on 
the  (liferent  routes  proposed  for  it ;  and  the  federal  government  is  also 
deeply  interested  in  its  being  finished,  insomuch  as  it  would  attbrd  cer- 
tain m(;ans  fi)r  the  d(!fencc  and  protection  of  the  valuable  public  proj)- 
erty  at  Pensacola — worth  many  millions  of  dollars,  and  as  tlie  le<lernl 
treasury  would  be  benefited  by  the  enhanced  value  of  the  public  lands 
in  Alabama  through  which  the  road  would  run,  and  their  increased 
sales.  On  these  points  I  refer  you  to  the  documents  specified  in  note 
B,  hereto  annexed.  The  surveys  for  the  chief  part  of  one  of  ihc.  con- 
templated routes  of  this  road  were,  it  is  understood,  perfected  some 
years  since,  and  several  miles  of  the  road  near  Pensacola  were  graded, 
and  other  work  done.  It  has,  however,  be»>n  suspended  for  some 
time,  awaiting  the  action  of  Congress  granting  the  right  of  way  through 
the  public  lands,  and  also  grants  of  alternate  sections  along  the  line  of 
the  road.  Bills  making  such  grants  have  passed  the  Senate  at  differ- 
ent sessions,  but,  as  yet,  tfie  association  nave  been  unable  to  obtain 
the  concurrent  action  of  fxuh  houses  at  the  same  session  to  the  same 
bill. 

Connected  as  the  ffrcat  Central  railroad  of  the  State  will  be,  at  Pen- 
sacola, (or  at  any  of  the  gulf  ports  that  mny  be  selected,)  with  the  com- 
merce to  distant  foreign  or  American  ports  in  the  gulf  and  elsewhere 
and  especially  with  steamships  to  Tehuantepec  as  soon  as  the  inter- 
oceanic  communication  is  made  at  that  isthmus,  (whether  the  Florida 
road  is  extended  to  Mobile  and  New  Orleans  or  not,)  it  must  soon  be- 
come the  principal  line  of  southern  and  southwestern  travel  to  and  from 
the  eastern  and  middle  States,  to  California  and  Oregon,  and  the  Pacific 
generally.  It  is  the  natural  and  direct  course  of  sucli  travej.  The 
sagacious  and  enterprising  merchants  of  the  Atlantic  cities  engaged  in 
the  Pacific  trade,  and  in  the  trade  to  China  and  to  the  East  Indies, 
will  also  so(»n  discover  that  such  work  mny  be  usexl  to  promote  their 
interests.  Of  its  profitable  success  as  a  pecuniary  investment,  little 
tloubt  can  be  entertained. 

A  canal  from  St.  Andrew's  bay  to  the  Chipola  river  har.  been  con- 
templated t()r  many  years,  atid  an  association  has  been  incorporated  to 
construct  such  work.  Full  surveys  have  f)een  made,  and  the  feasibility 
of  constructing  either  a  canal  or  a  niilroad  fully  demonstrated.  It  is 
in  the  hands  of  citizens  of  respectability,  who  possess  means  to  com- 
plete it,  with  such  assistance  as  may  be  afforded  by  the  general  gov- 
erment,  and  by  the  State.  Extensive  tracts  of  valuable  public  lands, 
in  the  vicinity  of  this  work,  have  been  reserved  from  sale  by  the  United 
States  ior  "  naval  purposes."  These  reservations  are  profitless,  rmd 
the  lands  should  be  sold.  Their  being  held  as  at  present  is  injurious 
to  the  country  in  which  they  an;  situated.     Sound  and  judiciouf  policy 


COLONIAL   AND    LAKE    TKADR. 


701 


il)Iic,  and  it  is 
'iir   from  pro- 

oss  tlir  south- 
to  Colurnbus, 
Oliattalioocliif 
\ng  to  ilif!  At- 
ot'tliis  road  at 
•uritry,  and  otj 
rnmcnt  is  also 
lid  afford  ccr- 

j)iiblir  prop- 
as  the  (('dfral 
!  public  lands 
leir  increased 
cified  in  note 
K!  of  tli(!  con- 
erlccted  some 
were  graded, 
(led   for  some 

way  through 
>ng  the  line  of 
nnte  at  diffir- 
able  to  obtain 
n  to  the  same 

ill  be,  at  Pen- 
with  the  corn- 
nd  elsewhere 
n  as  the  inter' 
IT  the  Florida 
nust  soon  he- 
el to  and  from 
nd  the  Pacific 
travej.  The 
rs  engaged  in 
?  East  Indies, 
promote  their 
istment,   little 

if»5  l)een  con- 
corporated  to 
the  feasibility 
itrated.  Jt  is 
leans  to  cf)m- 
general  gov- 
public  lands, 
)y  the  United 
rofitless,  and 
It  is  injurious 
liciouf  policy 


demands  tuat  the  federal  and  iStale  gov(;rnmenls,  iioth,  should  eiicourago 
the  speedy  construction  of  the  canal  or  road  from  St.  Andrew'.t  bay. 
The  oay  lias  a  good  entranci;  l()r  large  vcissids,  and  it  is  a  sale  ami 
capacious  harbor.  Intersecting,  as  such  vv(»rk  probably  would,  (bv  on 
extension  for  a  short  distance  into  the  interior,)  the  great  Central  i  late 
railroail,  its  completion  at  once  will  be  a  valuable  auxiliary  to  the 
ch(!ap  and  S{)eedy  construction  of  the  latter. 

The  State  legislature,  however,  (under  the  advice  of  the  '•  State 
Board  of  Internal  Improvements,"  composed  of  citizens  from  each  sec- 
tion of  the  State,)  will,  it  is  expected,  this  fall,  when  its  bicnnud  session 
is  held,  devise  some  additional  measures  l()r  carrying  out  the  most  judi- 
cious plans  of  internal  improvement  to  those  henaoibre  adopted.  The 
schemes,  wiles,  and  intrigues  of  speculators  and  jobbers,  pecuniary 
and  political,  it  may  be  anticipated,  will,  in  Florida,  (as  sad  experience 
has  proved  in  other  States,)  have  to  be  enccjuntered  and  ov(;rcome,  and 
thwarted,  by  the  just  and  patriotic  citizen.  Attempts,  by  means  direct 
iind  indirect,  to  apj)roprial(^  the  lands  given  to  tlu;  State  lor  pur[)os(.'s 
of  "internal  improvement" — the  "swamp  lands" — and  every  (>lher 
available  resource,  to  objects  merely  local,  sectional,  and  selfish,  will, 
it  may  W.  conjectured,  be  made  ;  but  the  sle(;{)les3  vigilance  of  the 
guardians  of  Uii;  public  and  general  weal  will  be  liiithfully  exerted  to 
prevent  any  combinations  ti)r  such  {)urposes  being  successful.  That 
c/if/ues,  having  their  own  interests  exclusively  in  view,  have  so  often 
elsewhere  been  able  to  consummate  their  designs,  will  admonish  the  ex- 
ecutive and  legislature  to  watchfulness  and  caution.  1  place  the  firm- 
est reliance  on  th(?  intellig(Mice,  patriotism,  and  [)rudence  of  those  de- 
jtarlments  of  the  government  ol'  my  Stale  in  this  regard. 

The  cost  of  the;  great  Central  Florida  riiilroad,  it  has  be»!n  estimated, 
will  not  probably  lidl  short  of  four  millions  of  dollars.     The  proceeds 
of  the  sales  of  town  lots  at  the  extreme   termini,  and  at  several  points 
"U  the  route  where  the  tradf.'of  il»e  surrounding  country  will  be  con- 
(.  i.-ntrateil,  will  go  liir  in  aid  ot"  the  work.     Jlut  unless  the  federal  gov- 
ernment does,  as  it  should  do,  grant  to  the  Slate  alternate  sections  on 
both  sidt;s  of  tlu;  road  on  it.-,  entire  lin(!,  and  tiir  several  miles  laterally, 
as  th(!  State  has  not  ai  present  the  achujuate  up  ans  for  its  construction,  it 
will  probably  be  deterred.     Few  foreign  capitalists  are  disposed  to  em- 
bark in  such  an  undertaking,  as  a  permanent  investment  of  their  means, 
especially  when  the  proposi-d  work  is  in  a  country  distant  from  them, 
and  tin;  progress  aiul  conduct  of  which  work  they  cannot  })er3onally 
attend  to;  and  the  assistance  of  those  who  may  subscribe  for  stock, 
as    a    matte!    of         .sent    speculation    by   its   sale,    is    generally    of 
doubtful  value.     1  append  hereto  a  statement  obtained  from  the  Gen- 
eral Land  Otliee,  (marked  C,)  exhibiting  the  number  of  acres  of  pub- 
lic lands  in  Floriiia,  "surveyed"  and  "unsurveyed,"  on  the  30th  of 
June,   1851;    also,  the  (juantity  ''■offered  f()r  sale,"  and  the  quantity 
".so/^/,"  up  to  the  same  ilay,  and  other  aullientic  and  valuable  inform- 
ation as  to  the  fi^-dcral  domain  in  the  State.     By  a  reference  to  the  last 
annual  report  of  the  General  Land  Office,  it  will  be  seen  that  Ohio, 
with  an  area  of  12,354,500  acres  leas  than  Florida,  has  received  grants 
in  aid  of  "  internal  imp-ovemenis^^  fbi  081,135  acres  more  than  Florida; 
Indiana,  with  an  area  of  10,293,900  acres  less,  has  received  1,109,801 


I    n 


I 


!      > 


702 


ANDREWS     REPORT   ON 


acres  more;  Iowa,  with  an  area  of  5,346,560  acres  less,  has  received 
326,078  acres  more  than  Florida,  and  claims  (and  justly)  900,000  in 
addition  as  having  been  granted,  making  1,225,078  acres  more  than 
Florida;  Wisconsin,  with  an  area  of  3,420,160  less,  has  received  358,400 
acres  TMore  than  Florida;  Illinois,  with  an  area  of  2,472,320  Zess,  has 
received  2,246,490  acres  (the  Central  Railroad  grant)  more  than  Florida ; 
and  a  similar  disproportion  will  be  seen  to  exist  with  respect  to  other 
States.  And  with  respect  to  donations  for  schools,  &c.,  a  like  dispro- 
portion exists  between  the  allowances  to  her  and  to  most  of  the  other 
Stales ;  and,  by  some  process,  whilst  Louisiana  is  reported  as  having 
8,877,998  acres  of  swamp-lands,  Michigan  and  Arkansas,  each,  up- 
wards o^  four  millions  and  a  half,  Mississippi  2,239,987  acres,  Illinois 
1,883,412,  Missouri  1,517,287,  Wisconsin  1,2.59,269,  Florida  is  set 
down  as  having  562,170  acres!  But  this,  it  is  understood  to  be,  is  be- 
cause all  those  lands  in  the  regions  yet  unsurveyed  are  not  yet  officially 
reported ;  nor  have  the  State  designations  progressed  as  far  as  the  other 
States  mentioned.  The  swamp-Tands  in  Florida  will  probably  exceed 
those  in  any  other  State.  Most  of  the  lands  heretofore  offered,  and  yet 
remaining  unsold,  (and  sixteen-seventeenths  of  the  lands  offered  are  yet 
unsold,)  will  remain  unsold  lor  many  years  to  come,  unless  some  of  the 
public  improvements  suggested  should  enhance  their  value.  At  least 
eleven-twelfths  of  all  the  lands  in  the  State  are  yet  owned  by  the  United 
States.  A  very  large  portion  of  them,  even  if  the  principal  improve- 
ments suggested  should  be  made,  would  not  probably  for  some  time 
afterwards  be  sold  at  the  present  minimum  price  of  the  public  lands. 
The  fact  that  of  17,043,111  acres  surveyed  and  offered  for  sale  prior 
to  June,  1851,  but  1,000,407  acres  have  been  sold,  (and  many  of  them 
have  been  offered  for  sale  for  twenty-seven,  twenty-five,  twenty,  fifteen 
or  ten  years,)  proves  that  in  the  present  state  of  things  they  are  utterly 
worthless  to  the  United  States.  On  the  proposed  routes  of  the  great 
Central  railroad  there  are,  in  different  sections  of  the  State,  vast  tracts 
of  these  lands  at  present  of  no  value  to  the  general  government,  to  the 
State  or  to  indivitluals.  Rich  and  exhaustless  beds  of  marl  are  to  be 
found  in  several  sections  of  the  State.  Those  at  Allum  Bluff,  on  the 
Apalachicola  river,  but  a  short  distance  from  the  place  where  the 
great  Central  rofid  will  probably  cross,  are  of  great  value.  That  road 
alone  will,  by  the  cheap  transportation  of  the  marl,  afford  facilities  for 
fertilizing  the  lands  contiguous  to  it  in  every  section  of  the  State,  but 
especially  in  Middle  and  West  Florida;  and  at  the  same  time  the  lum- 
ber, tar,  turpentine,  rosin,  and  resinous  oils  that  may  be  obtained  from 
most  of  such  lands,  prior  to  their  being  thus  prepared  for  and  put  iu' 
cultivation,  could  be  readily  conveyed  to  market  by  the  same  means. 

Florida  is  the  fifth  State  in  size  in  the  confederacy.  Her  area  is 
59,268  square  miles  or  37,931,520  acres.  She  possesses  an  advantage 
had  by  no  other  State  of  the  Union.  She  alone,  of  all  the  ftcscnt  United 
States,  can  cultivate  and  raise  advantageously,  and  for  the  supply  of  the  otfter 
States  on  this  side  of  the  continent,  tropical  fruits  and  other  highly  valuable 
tropical  products!  She  will  have  no  rival  in  this  respect  among  her 
sister  States  till  furtiier  "extension"  and  additional  "annexation"  is 
effected.  You  are  referred  on  this  subject  to  the  public  documents  and 
other  authentic  books  specified  in  the  note  D,  hereto  annexed.     In  a 


COLONIAL    AND   LAKE    TRADE. 


703 


J  received 
00,000  in 
nore  than 
d  358,400 
3  less,  has 
1  Florida ; 
zt  to  other 
ke  dispro- 
'  the  other 
as  having 
each,  up- 
es,  Illinois 
ida  is  set 

be,  is  be- 
■t  officially 
s  the  other 
aly  exceed 
d,  and  yet 
red  are  yet 
ome  of  the 
.     At  least 
the  United 
I  improve- 
some  time 
iblic  lands. 
•  sale  prior 
ny  of  them 
nty,  fifteen 
are  utterly 
f  the  great 
vast  tracts 
lent,  to  the 

are  to  be 
uff,  on  the 

where  the 

That  ri)ud 
acililies  for 

State,  but 
ne  the  lum- 
tained  from 
■  and  put  in' 
"nc  means, 
rler  area  is 
n  admntnge 
cscnt  United 
y  of  the  otfier 
r/ihj  valvahlc 

imong  her 
cxation"  is 

uments  and 
exed.     In  a 


few  years,  whether  in  time  of  war  or  in  time  of  peace,  not  only  the 
Atlantic  cities,  but  the  entire  valley  of  the  Mississippi,  can  be  supplied 
by  her  with  most  tropical  productions  with  greater  facility,  and  cheaper, 
than  they  can  be  procured  from  Cuba,  or  from  any  other  of  the  West 
India  islands.  A  tithe  of  the  sum  necessary  to  purchase  Cuba,  if  Spain 
should  be  willing  to  dispose  of  it,  and  a  fiftieth  part  of  the  amount  of 
expenditure  necessary  to  conquer  and  annex  that  island  by  arms,  or  to 
obtain  it  in  any  other  mode,  honorable  or  dishonorable,  if  expended  by 
the  federal  government  (even  as  above  indicated,  by  liberal  grants  of 
land)  in  aid  of  works  of  internal  improvement  in  Florida,  would  render 
that  State  more  valuable  than,  Cuba  ever  can  be  to  this  confederacy. 
Such  policy  might  also  subdue  some  of  the  covetings  and  cravings 
many  seem  to  have  for  the  "Queen  of  the  Antilles,"  (as  they  designate 
that  island,)  and  obviate  in  some  degree  the  necessity  which  they  insist 
now  exists  of  its  being  forthwith  wrested  from  Spain  and  possessed  by 
the  United  States.  War  and  bloodshed  would  also  be  thereby 
averted. 

The  most  judicious  policy  that  can  be  adopted  by  the  federal  gov- 
ernment with  reference  to  Florida,  in  my  judgment  is,  to  transfer 
without  delay  to  that  State  every  acre  of  public  lands  within  its  bor- 
ders, stipulating  that  the  proceeds  thereof  hereafter  realized  by  the 
State  shall  be  exclusively  devoted  to  internal  and  harbor  improvements 
within  the  State;  the  United  States  reserving  only  the  necessary  sites 
for  light-houses,  tbrtifici  aons,  and  other  structures,  under  the  control  of 
the  federal  government.  At  any  rate,  the  transfer  of  all  lands  that  at 
this  time,  or  hereafter,  have  been  offered  for  sale  at  $1  25  per  acre  for 
ten  years,  and  that  remain  unsold,  should  be  made,  and  a  similar  rule 
could  be  wisely  applied  to  all  the  States  wherein  public  lands  lie. 

No  one,  it  is  presumed,  will  deny  that  the  coast  frontier  of  every  pait 
of  the  United  States  is  peculiarly  a  subject  of  legitimate  concernment 
for  the  federal  government,  or  that,  to  a  certain  extent,  the  States  have 
yielded  the  partial  control  thereof  to  the  United  States  ;  and  that,  in 
some  respects,  it  may  be  regarded  as  the  common  property  of  the 
people  of  all  of  the  States  of  this  confederacy.  The  lines  of  jurisdic- 
tion betwr-en  the  States  and  the  federal  government,  and  between  the 
respective  State  governments,  as  to  such  coast  frontier,  are  distinctly 
marked  by  the  federal  constitution.  The  federal  government  has  not 
been  invested  by  the  States  with  any  right  of  property  to  the  coasts. 
By  article  4,  section  2,  clause  1,  of  the  federal  compact,  it  is  stipulated 
that  "  the  citizens  of  each  State  shall  be  entitled  to  all  privileges  and  imtnu- 
nities  of  citizens  in  the  several  States  ;^^  and  it  has  been  held  that  the  free 
right  of  navigation,  of  commerce,  and  of  piscary,  and  in  fine  of  every 
usufructuary  privilege  of  the  coast  waters,  (not  essential  and  exclusively 
local,)  and  that  are  common  rights,  as  distinguished  from  exclusive  rights 
of  property,  in  a  State,  or  in  individuals,  pertain  equally  to  the  citizens 
of  the  United  States  of  every  State  of  the  confederacy,  without  dis- 
tinction in  favor  of  the  citizens  of  that  State  of  which  such  coast  is  the 
frontier.  Such  police  regulations  as  sound  policy  may  render  neces- 
sary can  be  rightfully  established  and  enforced  bp  that  State,  and  it 
may  enact  laws  for  the  protection  and  conservation  of  such  common 
rights,  and  to  regulate  their  use,  so  as  to  prevent  their  abuse ;  but  such 


I 


704 


ANDREWS     REPORT   OM 


laws  must  apply  equally  to  its  own  citizens  as  to  the  citizens  of  the 
other  States.  The  general  rights  of  navigation  and  of  commerce  by 
all,  and  that  of  piscary  in  waters  not  exclusively  local,  cannot  be  with- 
held for  the  exclusive  benefit  of  its  own  citizens.  But  no  other  State 
may  rightfully  legislate  as  to  such  privileges  on  the  coasts  of  a  sister 
State ;  nor  does  the  federal  government  possess  any  constitotional  power 
to  regulate  by  law  the  right  of  piscary  on  the  coasts  of  a  State,  nor  to 
cede  by  treaty,  or  otherwise,  the  privilege  of  using  such  fisheries  to  a 
foreign  power,  or  its  subjects,  any  more  than  it  can  regulate  by  law  any 
other  common  right  in  a  State,  or  cede  away  a  part  of  the  territory  of  a 
State  to  a  foreign  power.  To  defend  and  protect  such  coast  frontier  in 
which  the  citizens  of  the  United  States  in  all  the  States  have  such  common 
interest,  as  well  as  because  it  is  a  part  of  o»«  of  the  States;  to  "  repel  in- 
vasiona,"  (see  article  1,  section  8,  clause  15,  Constitution  United  States,)  is 
the  bounden  duty  of  the  lederal  government.  It  is,  in  the  clause  just  cited, 
invested  with  fiill  power ;  and  the  national  compact  tunce  enjoins  the  ful- 
filment of  such  duty,  (see  clause  last  cited,  and  article  4,  section  4;)  and 
the  same  instrument  contains  an  express  constitutional  guaranty  that 
"  it  shall  -protect  each  oj  them  [the  Stales]  against  invasion,"  Sec.  The 
'ederal  government  bmlds  fortifications,  and  navy  yards,  and  ships,  and 
armories,  and  arsenals,  and  military,  and  naval,  and  marine  hospitals, 
and  custom-houses,  and  it  establishes  lines  of  mail  steamers  *'.  G''»at 
Britain  and  Europe  and  to  the  Pacific;  it  has  erected  and  rnaiu*' .  -ii 
Observatory,  and  a  Military  and  Naval  Academy;  has  a  "Coast  £  3  ' 
establishment ;  sends  ships-of-war  on  exploring  expeditions ;  and  Con- 
gress, within  the  last  fifteen  years,  has  spent  millions  of  dollars  for  the 
making  and  publication  of  all  kinds  of  books,  on  all  kinds  of  subjects. 
Some  of  the  improvements  on  the  coasts,  and  leading  to  the  coasts  of 
Florida  above  noticed,  are  as  directly  and  immediately  important  and 
essential  for  the  ^*  defence"  and  "protertion"  of  that  section  ^^  against 
invasion"  as  forts,  ships,  &c.,  can  be  elsewhere.  This,  it  is  true,  is  owing, 
in  some  degree,  to  the  peculiar  geographical  position,  insular  forma- 
tion, and  character  of  that  section.  Under  such  circumstances,  to  deny 
the  legitimate  constitutional  power  of  the  lederal  government  to  ^^  pro- 
tide  for  the  common  defence"  by  aiding  and  promoting  such  necessary  im- 
provements in  Florida,  is  to  deny  to  it  the  power  to  employ  the  proper 
and  necessary  means  of  fulfilUng  such  constitutional  duty.  Whilst  the 
obligation  of  the  general  government  to  "  defend  "  and  "  protect"  a  State 
^*  against  invasion"  in  time  of  war  is  conceded,  to  object  that  the  federal 
constitution  does  not  allow  prudent  and  proper  and  necessary  prepaia- 
tion  by  it,  in  time  of  peace,  for  the  fulfilment  of  such  duty  economi- 
cally, advantageously  and  successfully,  is  extending  "  the  salutary 
rule  of  strict  construction"  into  absurcQty.  The  attennuated  lo^c  by 
which  objections  are  made  to  the  means  of  defence  and  protection  as 
unconstitutional,  because  forsooth  the  resort  to  such  means  may  also, 
and  otherwise,  promote  other  interests  of  the  State,  or  of  the  confed- 
eracy, has  little  weight  with  me.  But  when  the  aid  desired  can  be 
yielded  in  the  exercise  of  the  undoubted  constitutional  authority  of 
Congress  to  dispose  of  the  public  lands  for  the  common  benefit,  all 
scruples  with  respect  to  grants  of  such  lands  in  aid  of  those  improve- 
ments in  the  States  where  the  lands  lie  should  be  extinguished.    The 


COLONIAL   AND  LAKE   TRAniS. 


705 


tl 


itizens  of  the 

ommerce  by 

nnot  be  with- 

w  other  State 

ts  of  a  sister 

;t!onal  power 

State,  nor  to 

fisheries  to  a 

e  by  law  any 

territory  of  a 

ist  frontier  in 

such  cotnnum 

to  "  repel  i»- 

ted  States,)  is 

use  just  cited, 

njoins  the  ful- 

ction4;)  and 

^arsuity  that 

"  &c.    The 

nd  ships,  and 

ine  hospitals, 

ners  *;  G'^at 

maiu.,'        :  1 

Joastfe        ;' 

as;  and  Con- 

iollars  for  the 

s  of  subjects. 

the  coasts  of 

xiportant  and 

tion  ^*  against 

rue,  is  owing, 

isular  forma- 

nces,  to  deny 

lent  to  "|)ro- 

lecessary  im- 

oy  the  proper 

Whilst  the 

otect"  a  State 

lat  the  federal 

aary  prepaia- 

uty  economi- 

tne  salutary 

lated  logic  by 

protection  as 

ns  may  also, 

>f  the  confed- 

!sired  can  be 

authority  of 

n  benefit,  all 

ose  improve- 

uished.    The 


impolicy  and  injustice  of  the  federal  government  retaining  all  the  lands 
unsaleable  at  the  present  minimum  price  fixed  by  it  for  a  series  of 
years  after  they  have  been  offered  for  sale,  without  yielding  any  taxes 
for  them  to  the  States  wherein  they  lie,  not  contributing  anything  in 
any  mode  for  the  making  and  repair  of  ordinary  highways  and  bridges 
through  them,  is  severely  felt  by  every  resident  (whether  rich  or  poor) 
erf  a  country  in  which  there  is  a  large  quantity  of  unsold  public  lands. 
The  personal  labor  the  settler  is  compelled  to  yield  in  this  way,  to  en- 
hance the  value  of  the  property  of  the  United  States,  in  addition  to  his 
other  taxes,  is  an  onerous  burden.  Difficulties  will  probably  ensue  from 
the  granting  to  one  sovereign  Stale  the  control  and  ownership  of  lands 
within  another  sovereign  State,  even  if  the  lands  are  made  liable  to  just 
taxation ;  and  still  greater  difficulties  will  arise  as  to  the  adoption  of  any 
just  rate  of  distribution  among  the  States.     Some  proposed  rules  of 
distribution  are  absurd  as  well  as  iniquitous.     By  the  rule  of  popula- 
tion, New  York  would  at  this  time  receive  33  acres  to  every  one  re- 
ceived by  Florida,  and  yet  Florida  has    1,200  miles  of  seacoast  to 
defend,  whilst  New  York  has  less  than  150  on  her  Atlantic  li-ontier. 
Florida  has  7,071,520  acres  more  in  area  than  New  York.     She  is 
larger  than  New  York  and  Massachusetts  or  New  York  and  Maryland 
together  ;  she  is  larger  than  New  York,  New  Jersey,  and  Connecticut 
all  together  ;  and,  leaving  out  Maine,  more  than  tmce  as  l.-irge  as  all  the 
other  five  New  England  States  together.     Florida  lias  no  mountains  ; 
and  properly  improved  she  will  have  within  her  limits  less  waste  land, 
not  susceptible  of  cultivation,  tlirm  either  New  Hampshire,  or  Massa- 
chusetts, or  Maryland,  or  New  Jersey,  though  neither  of  those  States 
is  one-seventh  of  her  size ;  anti  she  would  be  capable,  in  a  few  years, 
if  improved  as  suiigested,  of  sustaining  comlbrtably  a  larger  population 
than  New  York  oi"  itself,  or  all  the  New  England  States  united.     Popu- 
lation is   a  shifting  rule,  and  not  based  on  any  just  principle  when 
adopted  \\\i\\  reference  to  grants  to  the  States.      If  the  grant  is  in- 
tended to  be  given  to  the  citizens  of  each  State  disposed  to  emigrate 
to  and  settle  on  such  lands,  the  lijderal  government  had  better  make 
the  grant  direetly  to  the  o(;cupant.     The  only  true  and  just  rule  as  to 
grants  in  aid  of  works  t()r  coast  defence,  or  any  other  national  objects, 
is  the  ncnssiti/  or  importance  of  such  work,  and  the  advantage  tjiat  will 
result  to  the  eoiintry  therefrom.     The  policy  of  promoting  the  settle- 
ment of  an  exposed  frontier  State  by  five  grants  of  lands  to  occupaiits, 
and  to  the  State  in  aid  of  internal  improvements,  is,  it  is  conceived, 
quite  as  obvious,  and  fully  as  strong,  as  any  po^'cij  of  <hfcnce,  as  to  a 
future  war  with  a  naval  power,  that  can  be  adopted.    The  expense  in- 
curred in  one  such  war  of  three  years,  necessary  to  defend  the  1,200 
miles  of  seacoast  in  Florida,  would  probably  exceed  fourfold  all  that 
is  necessary  for  tiie  government  to  yield  in  aid  of  internal  improvements 
in  liiat  Slate  !     Our  entire  national  coast  should  be  defended  :    "  No 
foe's  hostile  f()ot  should  leave  its  print  on  our  sliore."    The  dishonor  of  a 
successful  invasion  by  an  enemy  will  be  as  great,  if  the  assault  be  made 
at  Cape  Sable  or  Apalachicola,  as  if  made  at  Philadelphia  or  Wash- 
ington.    Besides,  if  such  improvements  are  made,  the  means  of  defence 
thereby  permanently  established  in  Florida  will  enable  the  fiuleral  gov- 
ernment to  provide  more  readily  and  early  tor  other  exposed  points,  and 
45 


706 


ANDREWS     REPORT   ON 


if 


to  furnish  troops  which  could  not  be  withheld  or  abstracted  from  Florida, 
in  her  present  condition,  during  such  war,  without  gross  dereliction  of 
federal  duty. 

That  the  scientific  and  able  engineers  educated  for  and  in  the  fede- 
ral service  ough';  to  be  (when  the  federal  government  has  so  little 
appropriate  employ  for  them  as  at  present,  and  generallj'-  in  times  of 
peaces)  assigned  to  duty  in  the  Slates,  in  surveys  for  public  improve- 
ments, is  an  opinion  becoming  quite  general ;  and  if  such  course  is 
adopted,  it  will  probably  prevent  the  abolition  or  reduction  of  such 
corps.  The  services  of  such  officers  would  be  most  valuable  to 
Florida  in  her  surveys  for  the  various  works  I  have  mentioned  above. 

The  population  of  Florida,  by  the  last  census,  was  but  47,1G7 
white  persons,  928  free  colored,  and  39,309  colored  slaves ;  in  all, 
87,407.  If  Congress  will  encourage  and  foster  the  grow'th  and  pros- 
perity of  the  State  by  aiding  and  promoting  the  works  indicated,  in 
the  manner  suggested,  emigration  thither  from  Maryland,  Virginia, 
North  Carolina,  Kentucky,  Tennessee,  Missouri,  and  other  States,  will 
speedily  commence ;  and  by  the  year  18G0,  her  population  will  be 
quadru[)led,  her  resources  and  wealth  augmented  in  still  greater  ratio ; 
and  the  most  exposed  and  defenceless  sc.cl'w7i  of  the  Union  rendered  impreg- 
nable. By  even  ^^(^Uling  to  the  Slate  merely  the  lands  made  valuable 
by  the  works  she  maij  coiistnict,  and  witli  ihe  means  thereby  afforded 
t()r  th(!  employment  of  labor  in  the  construction  of  such  works,  she  will 
be  enabled  to  do  much.  Grant  her  all  the  vacant  land,  and  (i^xecpting 
the  "  ship  canal ")  she  may  effc'ct  all  that  her  own  interests  or  those  of 
her  sister  States  demand;  now  or  herealter. 

A  relerence  to  the  map  of  Florida  now  sent  to  you,  madr  at  the 
Bureau  of  Topographical  FiUgineers  in  184G,  and  to  a  chart  of  the 
light-houses  of  the  United  Stat(>s,  also  enclosed,  will  show  you  that, 
with  upwards  of  1,200  miles  of  dangerous  sea-board,  there  are  fl'Wcr 
light-houses  in  the  State  than  there  are  appurtenant  to  the  cities  either 
of  New  York  or  Bo.ston.  Property  ot  upwards  of  two  innKJrcd  mil- 
lions of  dollars  in  value,  it  is  estimated,  annually  passes  along  a  large 
portion  of  tlu;  Florida  coasts,  which  are,  in  many  plaer's,  as  much  ex- 
posed and  dangerous  as  the  coast  of  any  section  of  the  Union. 

In  the  document  referred  to  in  note  E,  annexed  hereto,  you  will  find 
stated  the  value  of  the  property  annually  wrecked  on  th(!  keys  ami 
reefs  and  coasts  ot"  South  Florida,  and  which  is  carried  into  Key  West 
l()r  adjudication  of  the  salvage,  t'ov  each  of  the  ten  years  last  past. 
A  large  amount  wrecked  elsewhere,  on  the  upper  coast,  and  tfiat  which 
is  totalhj  lost,  is  not  estim;itrd  ;  nor  is  the  great  loss  of  human  lite  ad- 
verted to.  'J'he  average  value  of  all  the  property  annualhj  wrecked 
and  lost  on  all  the  Florida  coasts  and  reefs  cannf)t  be  less  tliana  million 
of  dollars! 

You  are  referred  to  the  statements  procured  from  the  Treasury  De- 
partment, herewith  sent  to  you,  and  to  the  documents  speeilied  in  note 
F,  lor  the  tonnage  and  Ibreign  ex[)orts  and  imports,  and  other  statistics 
of  the  State. 

You  will  find  in  some  of  the  documents  I  send  you  authentic  inll)rm- 
ation  as  to  the  fisheries  on  the  coast  of  Florida.  It  is  predicted  tliiit, 
before  tnany  years,  these  fisheries  will  become  a  source  of  profitahlc 


COLONIAL   AND   LAKE    TRADE. 


707 


mm  Florida, 
dereliction  of' 

1  in  the  fedo- 
lias  so  little 
y  in  times  of 

ic  iniprove- 
ich  course  is 
tion  of  such 

valuable  to 
ioned  above. 

but  47,1G7 
avos ;  in  all, 
th  and  pros- 
indicated,  in 
id,  Virginia, 
r  States,  will 
tion  will  be 
;;reater  ratio ; 
Icrrd  imprrg- 
vuiih  vdhiablc 
ebv  attbrdcd 
)rks,  she  will 
id  (lixcepting 
ts  or  those  of 

made  at  the 
chart  of  the 
w  you  that, 
re  are  flnver 
^  cities  either 
nnuhcd  niil- 
dong  a  large 
as  nuich  ex- 
lion. 

you  will  find 
ii(!  keys  and 
;o  Key  West 
rs  last  past. 
d  that  which 
iniaii  life  ad- 
<t(hj  wrecked 
than  «  million 


■employment  to  thousands  of  seafaring  men,  who  will  be  induced 
ihereby  to  become  residents  of  the  islands  and  coasts  contiguous  to 
them ;  and  they  will  be  looked  to  particularly  by  the  inhabitants  (jf  the 
great  western  valley  for  the  supply  of  that  article  of  subsistence  ;  and 
other  sections  of  the  Union,  and  foreign  countries,  may  likewise  be  fu^• 
nished  from  them.  They  pertain  exclusively  to  the  State,  the  constitu- 
tion whereof  asserts  its  right ;  and  they  arc  regarded  as  destined,  to  he  of 
as  much  imiwrtance  and  value  us  the  fisheries  on  the  coast  of  the  British  colo- 
nies at  the  northeast  end  of  this  conlinerit. 

In  addition  to  the  documents  above  mentioned,!  enclose  you  a  letter 
(G)  respecting  the  State  of  Florida  from  that  intelligent  officer,  J.  C. 
O.  Kennedy,  esq.,  of  the  "  Census  Bureau  ;"  and  also  a  statement,  (H.) 
compiled  from  the  laws,  o.'"  all  the  appropriations  of  money  or  lands 
made  by  Congress  since  the  acquisition  of  tiie  Floridas,  in  anywise  iu 
aid  of  public  improvements  lierein. 

Though  hundreds  of  invalids  and  valetudinarians  annually  resort  to 
Florida  from  the  North  and  West,  during  the  winter  months,  die  State 
has  been  slandered  as  being  insalubrious.  The  letter  of  ISIr.  Kennedy 
proves  that  on  the  score  of  health  she  stands  ahead  ofaiuj  other  southern 
State,  and  is  exceeded  by  hut  one  old  State  and  hut  two  new  Statis  (f  the 
Union.  Some  transient  visitors  to  Florida,  ignorant  of  the  ordinances 
of  J*rovidence  for  the  preservation  of  health  in  tropical  regions,  ami 
ignorant  of  the  genial  effect  of  the  climate  upon  the  soil,  and  comparing 
the  soil  of  Fk)rida  with  the  rich  bottom-lands  of  the  western  and  mid- 
dle States,  denounce  the  lands  of  Florida  as  "barren  sands,"  as 
"  wortidf.'ss,"  &c.  I\Ir.  Kennedy's  testimony,  founded  on  the  unerring 
test  of  official  statistics  of  liicts,  disproves  all  these  notions,  and  estab- 
lishes the  fact  that  in  yrointrtion  to  the  improved  lands,  and  in  'projiortiou 
also  to  her  jiopulation,  her  agricultural  products  exceed  in  value  those  of 
anij  other  State  of  the  Union  ;  and  so,  also,  in  proportion  to  her  slave 
populatit)n,  they  exceed  in  value  those  of  any  other  of  tin;  slave 
♦States. 

Very  respecttuUv,  vour  obediert  servant, 

E.  C.  CABELL. 

Israel  D.  Andrews.  U.  S.  Consul. 


f^^ 


Veasnry  De- 
L'ilied  in  note 
her  statistics 


?w\\c  inll)rm- 
HJictcd  that, 
of  j)rofitablc 


-08 


ANDREWS     REPORT   ON 


APPENDIX. 


C. 


I'i   ; 


h  < 


Statement  compiled  from  report  of  Commissionei'  of  General  Land  Office  as 
to  public  lands  in  Flonda,  June.  30,  1851,  and  other  documents  in  the 
General  Land  Office. 

Area  in  square  miles 59,2G8 

Area  in  acres 37,931,520 

[Surveyed 22,334,689 

Unsurvcyed 15,616,831 

Offered  tor  sale 17,043,111 

Sold 1,000,407 

•Surveyed  and  not  offered 5,271,578 

Advertised  in  fall  of  1851 1,783,220 

Surveyed  and  not  sold 21,314,282 

Donations  and  grants  lor  schools,  (16th  sections,)  and  tor 

university 954,583 

Kentucky  deaf  and  dumb  asylum 20,924 

Internal  improvements,  grant  on  admission 500,000 

Grants  to  individuals,  "armed  occupants,"  under  acts  of 

1842  and  1848,  patented  up  to  June  30,  1851 52,114 

Public  buildings,  seat  of  government 6,240 

(Jrants  l()r  military  services,  &c.,   (general  military  land 

warrants  located  in  Florida) 31,240 

Reserved  tor  ''  live-oak"  tor  navy 163,888 

[This  does  not  include  sites  for  forts,  light-houses,  &c.,  or 
town  lots  of  United  States  in  Pensaeola  and  St.  Augustine, 
nor  the  keys  and  islands  on  th(^  coasts,  all  of  which  are  re- 
served tor  the  present ;  tlie  departments  having  decided 
that  an  act  of  Congress  is  necessary  to  release  a  reservation 
by  the  President  t()r  any  purpose.] 

li(!servati()n  tor  town  of  St.  Mark's 305 

Contlrm(>d  private  claims,  (Spanish  grants,  &c.) 1,939,789 

Swamp  lands  returned  to  June  30,  1851,  not  including  those 
in  the  regions  yet  unsurvcyed,  and  otiiers  not  designated, 

supposed  to  amount  to  several  millions  of  acres 562,170 

Reserved  temporarily  tor  Indians  under  General  Worth's 
arrangement,  including  "  neutral  ground"  prescribed  by 

War  Department,  estimated  at 3,600,000 

Land  sold  in  year  ending  June  30, 1851,  27,873  acres  :  receipts  same 
tune,  $34,  842.  The  expenses  in  Florida,  of  the  United  Stales,  as  to 
the  public  lands,  tor  some  years  exceed  the  receipts. 


COLONIAL  AND  LAKE  TRADE. 

G. 


709 


Land  Oj)ice  as 
Kuments  in  the 


59,268 

37,931,520 

22,3]  4,689 

15,616,831 

17,043,111 

1,000,407 

5,271,578 

1,783,220 

21,314,282 

954,583 

20,924 

500,000 

52,114 
6,240 

31,240 

163,888 


J 

n 

305 
.  1,939,789 


562,170 


3,600,000 
cceipts  same 
States,  as  to 


Census  Office,  Washington  Cith, 

August  23,  1852. 

Dear  Sir:  In  compliance  with  your  request,  I  enclose  you  sundry 
printed  statements  compiled  in  this  office  in  January  last  from  the  offi- 
cial returns,  relating  to  the  population,  products,  &c.,  of  Florida,  and 
also  of  other  States,  so  far  as  is  necessary  to  v.  rify  the  comparisons 
made  below.  The  statements  are  generally  correct ;  but  typographical 
and  other  errors  which  exist  to  an  inconsiderable  extent,  will  be  recti- 
fied in  the  official  publication  soon  to  be  made.  These  corrections  will 
not  change  materially  any  of  the  results  given. 

It  seems : 

1.  That  the  number  of  deaths  in  Florida  in  the  year  ending  June  1, 
1850,  was  933,  the  population  being  87,400.  This  is  but  one  in  93 
(and  a  fraction)  in  that  year,  and  is  less  in  proportion  than  in  any  other 
State  of  the  Union,  except  Vermont,  Iowa,  and  Wisconsin. 

The  Territories  of  Oregon  and  Minnesota,  it  appears,  had  fewer 
deaths  in  1850,  in  proportion  to  tlicir  population,  than  any  State.  This 
may  in  some  degree  be  accounted  for  by  the  fact  that  emigration  thither 
is  mostly  of  male  adults  in  the  vigor  and  prime  of  life,  and  there  are  in 
tiiese  countries  comparatively  fewer  aged  and  infirm  persons,  and 
fewer  children,  than  in  the  old  settled  States. 

2.  The  entire  area  of  Florida,  in  acres,  is  37,931,520 ;  and  of  this 
there  were  in  1850  only  349,019  acres  of  improved  land.  The  official 
average  valuation  of  these  improved  lands,  made  by  the  returning  offi- 
cers, is  §18  per  acre,  being  mucii  less  than  the  average  vakiation  of 
im|)rove(l  lands  in  any  other  State  or  Territory. 

Florida  has  less  improved  lands  than  any  State,  except  Rhode  Island 
and  Caliti:irnia. 

3.  Florida  has  acres  of  improved  lauds 349,049 

Unimproved,  attached  to  above l,2-i(>,24(> 

Cash  value  of  improved  lands $6,323,109 

Value  of  farming  implc^ments  and  machineiy 8658,795 

Horses 10,848 

Mules,  &c 5,002 

Mileli  cows 72,87() 

Working  oxen 5,794 

Other  cattle 182,415 

Sheep 23,311 

Swine 209,453 

Value  of  five  stock $^2,880,058 

Wheat,  bushels  of. 1,027 

Rye,  bushels  of 1,152 

Indian  corn,  bushels  of 1,996,809 

Oats,  bushels  of 66,586 

Rice,  pounds  of 1,075,090 

Tobacco,  pounds  of 998,614 

Ginned  cotton,  bales  of  400  pounds  each 45,131 


710  ANDREWS'    REPORT    0\ 

Wool,  pounds  of 23,247 

Pciis  iiiul  beans,  buslicls  of 135,35D 

Irish  potatoes,  bushels  of 7,828 

Sweet  potatoes,  bushels  of. 757,220 

Buekwlu'at,  bushels  of 55 

Value  of  orchard  products,  in  dollars 1,280 

Wine,  gallons  of 10 

Value  of  produce  lA'  market  gardens 8,721 

Butter,  pounds  of 371,498 

Cheese,  pounds  of. 18,015 

Hay,  tons  of. 2,510 

Other  grass  seeds,  bushels  of. 2 

Hops,  pounds  of 14 

Flax,  pounds  of. 60 

Silk  cocoons,  pounds  of 6 

Cane  sugar,  hhds.  of  1,000  pounds 2,752 

Molasses,  gallons  of. 352,893 

Beeswax  and  honey,  pounds  of. 18,971 

Value  of  home-made  manufactures §75,582 

Value  of  animals  slaughtered $514,685 

4.  It  seems  that,  in  proportion  to  the  quantity  of  improved  lands, 
Florida  produces  more  cotton  than  any  other  Stale.  So,  also,  in  pro- 
portion to  the  slave  population,  she  produces  more  cotton  than  any 
other  slave  State.  So,  also,  in  proportion  to  her  entire  population,  slic 
produces  more  cotton  than  any  other  Slate  of  the  Union. 
•  5.  She  produces  more  sugar  (from  cane)  in  j)ro{)ortion  to  the  lands 
iu  cullivation,  and  also  in  j)roj)ortion  to  her  slave  population,  and  also 
in  j)roportion  to  her  entire  fiopulation,  than  any  other  State  of  the  Union, 
except  Louisiana  and  Texas. 

0.  Floritia  raises  a  greater  (juantity  oi'  tobacco  than  any  of  the  other 
States,  except  Connecticut,  Maryland,  \'irginia.  North  Carolina,  Ten- 
nessee, Kentucky,  Ohio,  Indiana,  and  Missouri ;  and,  in  proportion  to 
the  lands  in  cultivation,  and  to  the  population,  greater  than  several  of 
those  Slates.  She  raises  a  greater  number  of  bushels  of  sweet  pota- 
toes thanany  State  of  the  Union,  in  proportion  to  the  lanil  in  cultivation, 
and  slave  population,  and  aggregate;  population. 

7.  The  number  of  cattle  in  Florida  compares  with  that  of  any  State, 
in  the  same  way. 

8.  Xo  account  of  oranges,  figs,  olives,  plantains,  bananas,  yams,  or 
other  tropical  tiuils,  or  ot  the  coomptij  or  urnnL-mot,  or  Sisal  hemp,  or 
other  tropical  productions,  can  be  giv»Mi  at  this  time  from  this  olHce. 

There  is  great  dilliculty  in  estimating  the  vulm  of  the  ditll-'rent  pro- 
ducts oi'  the  difK'rent  States,  and  of  the  sanu-  products  in  diflercnt 
Stales;  but,  from  a  general  and  hasty  estimate  Irom  the  best  data  I  can 
reliT  to,  and  irom  comparison,  I  am  salislied  the  value  of  the  agricul- 
tural prockicts  of  Florida,  (of  course  in  the  State,)  in  proportion  to  the 
area  of  improved  lands,  and  to  the  poj)ulalion,  slave  or  tree,  and  both, 
will  con)j)are  favorably  with  the  value  of  the  products  of  any  State  of 
the  Union.  When,  therelijre,  the  lower  value  of  the  land  and  of  tiie 
agricultural  implcuients  used  is  estimated,  and  also  the  superior  health 


COLONIAL   AND   LAKE    TRADE. 


711 


23,247 
135,351) 
7,828 
757,220 
55 
1,280 
10 
8,721 
371,498 
18,015 
2,510 
2 
14 
60 
6 
2,752 
352,893 
18,971 
S75,582 
$514,685 

roved  lands, 

nlso,  in  pro- 

oii  than  any 

])iiIation,  sljc 

to  the  lands 
)n,  and  also 
of  the  Union, 

'  of  the  other 
rolina,  Tcn- 
Droportion  to 
ui  sev(;ral  of 
sweet  pota- 
i  cultivation, 

)rany  State, 

IS,  yams,  or- 
al lienip,  or 
bis  oiHce. 
iHerent  pro- 
in  difli'rent 
St  data  I  can 
the  agricul- 
Jition  to  th(! 
e,  and  both, 
uiy  State  of 
and  of  tiie 
erior  health 


of  the  Stale  is  considered,  your  anticipations  of  the  comparison  being 
udvanlat^eous  to  your  State  will  be  realized. 

Florida,  is  behind  many  of  the  States  in  her  corn  crop,  and  she  raises 
but  a  small  (juantity  of  wheat,  rye,  or  oats;  and  it  appears  llie  value 
of  all  investments  in  the  State  of  Florida  in  cotton  manuliiclures  is 
$80,000,  which  is  of  cotton  goods — making  024,000  yards  of  sheeting 
ainiuiilly.  It  is  Impossible  at  this  moment  to  furnish  the  statistics  of  the 
lumber  business  in  Florida,  which  amounts  to  a  large  sum  annually. 

1  have  the  honor  to  be,  sir,  with  great  respect,  your  obedient  servant, 

JOS.  C.  C.  KENNEDY,  Superintendent. 

Hon.  E.  C.  Cabell. 


F. 

Treasuuy  Department, 

Register's  Office,  August  25,  1852. 

Dear  Sir:  I  have  caused  a  clerk  to  compile  tlu;  memoranda  desired 
by  you  of  the  statistics  of  commerce  and  navigation  in  Florida  in 
1850-'51,  whicii  are  as  follows: 

1850,  imports  from  foreign  ports 895,109 

1851 lo do 94,997 

1850,  exports  to  ibreign  ports 2,007,9(58 

1851 do do 3,939.910 

Tonnage  in  1850,  9,305  tons;  in  1851,  11,272  tons. 

Of  die  ex[)()rts  in  1850,  $2,540,471  was  from  Apalachicola;  and 
in  1851  I  111  re  was  $3,858,983  from  the  same  j)ort.  In  1851  the  Ibreign 
exports  from  St.  Mark's  were  $01,755.  Much  more  than  half  of  the 
tonniige  of  the  entire  State  is  from  Key  West. 

Of  the  value  of  shipments  of  foreiiiii  or  domestic  merchandise  or 
products  from  and  to  Florida  ports,  coastwise.,  to  and  irom  other  ports 
of  the  L'nited  States,  no  returns  ari'  made  to  the  treasury.  It  is  pre- 
sumed that  the  value  of  the  shij)tnents  of  cotton,  tobacco,  rice,  sugar, 
lumber,  tar,  turpentine,  and  other  products  of  Florida  so  shipped  coast- 
wise, vastly  exceeds  the  value  of  the  Ibreign  imjxntations. 

The  exports,  ibreign  and  coastwise,  trom  Florida  ports,  grcatl}'' 
exceed  the  products  of  the  State.  This  you  will  perceive  by  com- 
parison of  the  Census  Oilice  returns,  and  estimating  them  with  the 
gtatisties  you  can  procure  from  the  chamber  of  commerce  of  each  port, 
or  merchants,  of  the  coastwise  exports,  adding  the  latter  to  the  ibreign 
exports  above  given.  This  is  accounted  tor  by  the  fact  that  a  large 
amf)unt  of  tin;  [)ro(hicts  of  the  States  of  Alabama  and  Georgia  is  sent 
to  the  Florida,  Gulf  ports  for  shipment. 

I  have  the  honor  to  be  your  obedient  servant, 

N.  SARGENT. 


Ill 


712 


ANDREWS     REPORT   ON 


Stmm-mnrine  of  the  United  States  on  the  Gvlf  of  Mexico,  from  Ctq)e  Sable 

tu  the  Rio  Grande. 


Diatrictfl. 


St.  Mark 'H.Florida. 

Ponsiicolu 

Mijl)ilo 

Now  OrloaiiH 

Galveston 

Brazos  St.  lago  . . . . 


12 


Total 


12 


a 

i. 

o 


2 
1 

76 


II) 


D5 


E 

V 


2 


f2 


Tom  and  95J/i». 

4.''>  00 

1(8  00 

l.'i,14IJ  00 

7,410  00 

I, MS  59 

tJ.'i?  00 


A. 


e 

3 
tn 

a. 

ex 


78 
4 

10 
5 


a 

2,730 

3!)5 

200 

75 


23,244  5>J 


9H 


10 


3,47.* 


The  iibovr  is  tnUcn  I'rotn  Mf.ssrs.  (iiill;i<flicr  &  i\I;in.s;(icl(l's  report  of 
1852.  Th(!  sleaiDcrs  at  Apaladiicola  arc  not  stated,  'riicrc  are  be- 
tween (ilicen  and  twcMily  steamers  runningdn  the  Apalachiccda,  Chnt- 
tahooehee,  and  Flint  rivers,  and  in  St.  (leor^e  sound,  and  alontJt  llie 
coast  from  that  port,  the  tonnage  of  which  amounts  to  perhaps  ti,/Jt)(J 
tons,  and  the  numl)er  of  hands  socm[)loyed  not  less  than  '6'A).  Messrs. 
(j.  &  M.  say,  in  a  note  to  their  account,  "only  those;  vessels  at  New 
Orleans  which  ply  on  the  CJulf  of  Mexico"  an;  given  i)y  llicin  ;  the 
Mississipj)i  riicr  boats  being  stated  in  another  part  of  thiir  report. 
Key  West  is  not  given  in  the  abovi-;  but  there  are  not  more  than  two 
steamers  along  the  coast  not  included. 

The  Gulf  of  Mexico  and  the  Straits  of  Florida. 

The  (julf  of  Mexico  is  the  southern  boundary  of  this  conti dcrai-y  from 
the  "Dry  Tortugas"  to  the  month  of  the  llio  (Jramle  del  Norte;  and  it 
is  remarkable  f()r  the  absence  of  capes  and  of  indentations,  in  compari- 
son with  other  seas.  The  coast  between  these  points  is  about  1,'>(K)  mih'S 
in  extent.  The  streams  emptying  into  the  gulf  from  the  Stale  of  Florida 
are  mentioned  in  another  part  of  this  re|)ort.  Proceeding  wcstwardly,  the 
following  rivers  debouch  uito  the  same  connnon  reservoir :  'I'he  Ala- 
bama, 'I'ombigbee,  and  Mobile  rivers,  with  the  waters  ol"  their  respec- 
tive tributaries  ;  some,  reaching  inland  into  the  States  of  Mississippi  ami 
Georgia,  enter  the  Clulf  through  Mobile  bay,  from  the  State  of  Alabama. 
The  l*carl  and  Pascagoula,  liom  the  Slate  of  Missis?ij)pi,  and  the  mighty 
Mississippi,  (appropriately  styk-d  '^  I'afrr  Fliiriorum,''^ )  by  its  difll-rent 
delta  How  through  the  State  of  Louisiana.  Still  lurlher  west,  the 
Sabine  dividing  Louisiana  mid  Texas,  and  the  Angelina  and  Neehes ; 
the  Tritiity  and  liuffalo  bayou,  (through  (jalveston  bay  ;)  the  Drazos 
San  Bernard,  and  the  Colorado,  (by  Matagorda  bay;)  the  Navidad  ainl 
La  \'aca  (by  La  Vaca  bay;)  the  (laudalupe  and  San  Antonio  by  l*ass 
Cavallo;  and  the  Nueces — all  How  into  the  gulf  from  the  interi'  r  ot 
Texas.     The  Itio  Grande  divides  Texas  lium  our  sister  republic  of 


COLONIAL  AND   LAKE    TRADE. 


713 


•w  C<ii)c  Sulk 


^ 

t 

^ 

B 

ft 

i 

8 

2,7i)0 

•J 

395 

i200 

75 

10 

3,473 

■Id's  report  of 
riicH'  u\v.  l)c- 
■liii'ol.'i,  (ylint- 
11(1  iil()nii[  the 
crimps  3,500 
iOO.  Messrs. 
'ssels  at  New 
)y  them  ;  tlio 
their  rej)ort. 
(»re  thiiu  two 


(leraey  Iroiu 
s'oite  ;  .'iiiil  it 

ill  eoiiipiiri- 
tl,-')0()  miles 
ite  (»!'  Florida 
t\v;irdlv.  tilt; 
r:  The^Ala- 
tlieir  respec- 
ssissi|)pi  and 
ot' Alaliaiim. 
d  llie  riii^flity 

its  didt'reiit 
r  west,  the 
did  iVeelu's  ; 
)  \\\v  lirazos 
Navidad  and 

iiio  l>y  l*}iss 
le  iiiteri'  r  ot 
r  republic  of 


Me 


jxico,  and  oxtonds  from  its  outlet,  (latitude  25°  56'  north,  longi- 
tude 97°  12'  west  from  Greenwieh,)  northwest,  as  sueh  boundary,  to 
El  l^iso,  at  tli(!  32d  parallel  north  latitude  ;  and  still  further  northward  to 
its  sourecs  in  the  mountains  of  New  Mexico,  more  tluui  ],3()0  rnih'S  in 
length  from  its  mouth.  The  cities,  towns,  or  shipping  ports  of  Tampa, 
Cedar  Keys,  8t.  Mark's,  Apalachicola,  St.  Joseph's,  St.  Andrew's  and 
Pensacola,  in  Florida;  the  city  and  shipping-port  of  Mobile,  in  Ala- 
bama ;  the  towns  of  Pearlington  and  East  Pascagoula,  in  the  State  of 
Mississippi;  the  city  and  port  of  New  Orleans,  in  Louisiana.;  and 
Sabine  City,  (Jalvcston,  Houston,  Velasco,  Brazoria,  Matagorda,  La- 
vacea,  Indianola,  La  Salle,  Saluria  and  Copano,  Corjms  Christi,  Brazos 
Santiago,  and  Brownsville,  in  Texas — are  all  situated  on  or  contiguous 
to  the  shore  of  the  gulf. 

The  Mexicran  States  of  Tamaulipas,  Vera  Cruz,  Tobasco,  and  Yuca- 
tan, to  Capi^  Catoche,  form  the  southwestern  and  southern  gulf  coast. 
The  rivers  Tign.',  San  F<Tnando,  Santander,  the  Panuca,  and  the  Tula, 
(by  Tampieo  harbor,)  the  Tuspan,  the  Alvarado,  and  the  San  Juan,  the 
Coatzacoalcos,  the  Tobasco,  Laguna  de  Santana,  Lake  dc  Terminos, 
the  IMo  San  Pedro,  the  IJsinnasinta,  and  the  San  Francisco,  with  others 
ot'  less  iiiiportaiu-e.  How  into  the  gulf  from  Mexico;  and  the  towns  of 
Matamoros,  Tanijiic^o,  Tuspan,  \'era  Cruz,  Alvarado,  Minatillan,  Fron- 
lero,  Lnguna,  Vitloria,  and  Campcachy,  Sisal  and  Mcri(]a,  are  all  upon 
or  near  to  the  coast. 

A  glance  at  the  map  of  this  contiru'nt  will  show  that  this  great  estuary 
isof  an  irregular  circular  liirm,  embracing  from  18"^  to  30"^  north  latitude, 
(n])wards  of  750  miles,)  atid  from  8J"  to  98^  west  longitude,  (nearly 
J, 000  miles;)  that  the  extent  ol"  the  coast,  from  Tortugas  to  Cape 
(Jatoche,  is  about  2.700  miles  ;  and  that  the  waters  of  the  gulf  cover 
over  750,000  stiuju-e  miles.  Inside  the  gulf  there  are  none  but  small 
islands  close  to  the  mainland,  except  those;  off  the  capes  of  Florida  and 
those  adjacent  to  the  coast  of  Yucatan.  The  distance  from  Tortugas 
(21  '  31'  north  lilitnde,  longitude  83"^  07'  west)  to  Cape  Catoche  (lati- 
tude 21^  30',  longitude  87^  11')  is  a  little  more  than  2(50  miles,  and  the 
course;  about  southwest.  Projecting  nearly  Ix'twcen  thest;  two  jioints,  but 
several  miles  nearer  to  Cape  C'atoche  than  to  Tortugas,  is  ('  pe  Anto- 
nio, (latitude  21°  52',  h)ngitud(>  84**"  59',)  the  southwestern  extremity  of 
tlu;  island  of  Cuba,  which  island  reaches  some  70  miles  n(»rth  and 
eastvvardly,  and  then  some  580  mili^s  tuillierto  the  east.  Cuba  on  thn 
south,  and  the  rc-efs  and  keys  of  Florida  on  the  north,  (between  75  and 
80  nautical  miles  distant,)  l()rin  the  entrance;  of  the  "Straits  of  Florida." 

It.  is  more  a  practical  iact  than  a  mere  (''.lure  of  speech  that  these 
straits  an;  bat  a  c-onlinnance  of  ev(;iy  river  tailing  into  th(>  (uilf  of 
Mexico  ;  and  that  the  place  where  their  united  waters,  flowing  through 
these  straits,  mingle  with  those  of  the  Atlantic  ocean,  is  the  true  mouth 
of  each  and  all  of  these  rivers. 

The  "straits"  extend  troiii  the  Tortugas  up  to  latitude  27='  50',  their 

entire  length  being  more  than  three  hundred   miles;   tlieir  course  from 

rortugas  to  Cape  Florida  is  ncarlv  east,  and,  alter  rounding  that  cai 


ipe, 


is  nearly  north.     Alter  this  cliang(>  of  course,  they  are  coulincd,  on  the 
west  side,  by  the  eastern  peninsular  coast  of  Florida,  and  on  the  eas 
side  by  the  Bahama  banks,  the  Bitnini  isles,  and  the  westernmost  Ba- 
hama islands,  and  the  Matanilla  reef,  (to  latitude  27°  35'  north,  longitude 


I 


V 


\»  i  '■ 


II' 


11 


714 


ANDRUW8     KEPOIIT   ON 


79°  IT  west,)  wlirro  their  b.init'r  on  tlinl  side  ccmvs.  Tlni  distiinrr 
from  the  "west  lic-id"  oi' l\u\  "(Jrc.it  liiiliriniii"  islmid  (l.-ilitiidc  '^d'^  42' 
iiorlli,  loii^'iliidc  7!)^  OO'  west)  to  ihc  Floridii  sliorc,  due  wcsi,  (loiiii;itiide 
80^  3'  west,)  is  iesstli;ni  seventy  miles;  and,  in  tlie  i-ntircM-onrse  of  those 


dih 


straits,  iit  no  |)onit  does  thiir  wuiin  cxcieed  em;hly  miles,  l  lie  numense 
waters  of  the  gnil",  eoutribnted  hy  die  nuniei'ons  rivers  ahove  named, 
and  others  ol"  less  magnitude,  are  all  ti)rced,  on  leaving  llu;  gulf,  by  the 
powerful  currents  eoming  into  the  mouth  of  the  gulf  from  the  south 
and  southeast,  through  the  Caribbean  sea,  from  the  coasts  ou  diis  side 
of  both  American  continents  as  far  south  as  the  Amazon,  and  beyond 
Cape  St.  l{,o(iue,  and  even  froixi  the  equator  and  western  shores  of 
Africa,  acnts.s  the  Atlantic  ocean,  through  these  narrow  straits.  The 
vast  \-oiume  of  water  thus  eonfnied  rushes  through  lhes(>  straits  some- 
limes  at  a  velocity  of  live  miles  per  hour.  After  passing  the  Matanilhi 
reel",  the  (ii///  S/nain,  as  it  is  culled — gradually  sj)r(!ailing  till  opposite  the 
caj)es  of  the  Delaware,  it  is  widened  to  upwards  of  two  hundred  miles — 
eontiuuts  increasing  in  width  still  furtiu'r  north  and  east ;  and  its  in- 
liuenee  as  a  eturent,  and  U|)on  the  temperature  of  the  waters  of  the 
Noilh  Atlaiuie,  is  percej)!ible  as  high  up  as  the  Danks  of  i\ewl()undland, 
and  beyond  the  -1  llh  degree  of  noidi  latitude. 

Then- is  n(»  other  such  .-ea  as  the  Cull"  of  Mexico,  so  entirely  sur- 
rounded as  it  is  by  countries  of  such  superior  agricultural,  miner.il,  and 
eonunerei.il  resources.  Xo  similar  null'  exists,  the  niilural  and  nidis- 
piinaiihlc  oullel  titr  v.ist  interior  Stales,  with  a  popuhilion  of  m:Miv  mil- 
lions of  icpublican  freemen,  unecpialled  by  any  people,  noticed  in  an- 
cient oiniodein  Iiislorv,  l'»r  general  intelligcuce,  indiislrv,  eiitt  ipiise, 
and  independi'iiee,  and  who  are  consequeuiiy  thriving  and  jtroperous 
h<'V'»ud  ixample.  Thcsi;  States  extenil  upwards  of  twelve  hiaidred 
miles  from  its  shores.  Their  wealth  is  exhnustless.  Their  popnj.iiiou 
may  be  (piinlupled,  and  they  ean  still  sustain  sueli  number  iu  plenty! 
Their  s(mI,  and  es|)eeially  that  of  the  gre.ii  valley  of  the  Mississippi,  is 
of  surj)assing  liilility ;  and  their  contribulions  lo  the  conuueree  of  the 
world,  through  this  gulf,  are  the  varied  [)roductions  of  a  regiou  spread- 
ing o\(  r  IS  degrees  of  latitud*'  and  the  same  degri-es  ol  longitude, 
and  adaj)ted  to  the  diversilied  wants  of  nearly  every  other  coun- 
try. And  this  great  "  inland  sea,"  though  easy  of  egress,  i>,  ai  llie 
sami'  time,  readdy  susceptible  of  deti-nce  as  a  mure  rlnusinn,  by  the 
States  situate  on  its  shores,  against  any  t()reign  intrusion  they  may  chv- 
cide  to  interdict.  The  Mediterranean  or  Adriatic  is  not  e(]u;d  to  it, 
ii(»r  the  Jiaiiic,  nor  the  s<'a  of  Marmora,  nor  the  Kuxine,  superior  to  it, 
in  this  resjteet. 

The  reali/iUion  of  the  m;ignilieenl  project,  conet  i\ed  by  the  genius  of 
Cortez,  of  making  tla;  (Jull'of  Mexico  a  great  thorout'litini;  l()rtliecoin- 
nieree  between  Kinope  and  China  and  ihe  East  ludit  s,  and  llie  I'acilic 
ocean  gener;dly,  by  a  cotnmuniealion  through  the  Islhinus  of  'I'ehuan- 
lepiH',  will  itnmeasurably  augment  the  imjiortance  of  lliis  sen.  'I'otiie 
benelits  which  that  great  man,  more  tiiiui  three  liuiahed  years  ;igo, 
foresaw  would  n.-sull  to  Kiirojinin  conunerce,  nuist  iimv  be  suj)eradded 
the  advantages  such  conununicalion  will  give  to  Ann  iiaiii  eomiueree  with 
Asialii-  countries,  and  in  the  l*aeilie,  not  inferior  in  value  totlnu  of  Ei/rDjir. 
But  especially  would  such  comnunii(;ation  be  valuable  to  the  l-uited 
States  of  America  l()r  the  liicililies  and  secuiiiy  it  would  atl()rd  to  the 


COLOMAI<  AND   LAKE    TRADE. 


715 


Tilt!  dirtliltlOO 

tiludc  2(1^42' 
jsl,  (l()ii,!j;ini(le 
oiirsc  ot  tlioso 
TIh'  iimiifii.se 
:il)<>vc  ii;im»!»i, 
u;  ^iilf,  by  the 
i(»iii  tin-  suulli 
tci  oil  tills  HHk) 
1,  iind  hcyoiul 
U'.in  shores  of 

si  rails;.  The 
•  sliiiils  sonie- 

tlic  M:itiiuill;\ 
11  opposite  tlio 
lulled  miles — 
si ;  iiiid  its  in- 

wdtiTs  of  the 
leW  l()llll(ll!llld, 

I)  entirely  sur- 
,  iniiier.'il,  iiiid 
lUiil  iind  iiiiliji- 
ot"  iiKiiiy  mil- 
noticed  ill  iin- 
ry,  eiit(  1  piise, 
and  pro|ierc)Us 
velve  Imndred 
leir  j)'ipiilation 
l»er  in  plenty ! 
Mississippi,  is 
umeree  of  the 
region  spread- 
1  ot  lonnilude, 
y  other  C'onil- 
[ft'ss,  is,  al  the 
/iiiisi/m,  hy  the 
they  may  dtv 
lot  e(pial  to  it, 
superior  to  it, 

IV  the  ueiiins  of 
re  t()r  the  c(»tn- 
ind  the  l*aeilic 
lis  of  'I'ehiian- 
s  sea.  'I'o  tlu! 
led  years  a^o, 
he  superadded 
:ommeree  with 
that  of  I'liiroiic. 
'  to  the  I'nitcd 
Id  all()rd  to  the 


iiit(MCoiirsc  and  trade  between  those  portions  of  this  eoniedernrv  border- 
iii''  on  the  I'aeilie  ocean  and  thoS(!  on  tlu;  Atlantic  side  ot'  tliis  conti- 


ii( 


ml.      It  is  net  (k'emed  extravagant  to  estiniati;  that  the  trade,  co 


m- 


mcree,  ancl  iiiiviU'''ti<>ii  <'l  l'"'  liihled  fc^tales,  through  'ich  mint  vine  alone^ 
if  a  ship  canal  there  be  practicable,  wouhl,  within  live;  years  from  the 
completion  of  such  canal,  exceed  the  a^f^regate  value  ol' all  the  present 
external  trade  und  comiiiorec  and  navigation  wc  now  have,  hirgu  tid 
it  is.  Markets  would  then  soon  be  open  to  our  enterprising  merchantsin 
.su{)[>lying  to  the  hundreds  of  millions  of  inhabitants  of  Asia,  and  the 
rich,  extensive,  and  populous  islands  in  tlu!  Asiatic  seas,  not  only  ar- 
ticles of  necessity,  but  also  of  luxury,  from  our  surplus  but  still  con- 
stantly iiKM'easiiig  stores;  and  our  trade  with  the  islands  in  the  Pacific, 
ami  to  tin-  lijreign  States  on  its  shores,  vvo'dd,  within  the  same  peri(jd, 
increase  tenlbld.  We  could  then,  as  to  lii  this  trade  and  commerce, 
enter  into  full  competition  with  every  other  commercial  power — and 
even  if  all  were  combined  against  us — on  terms  of  great  advantage, 
that  Would  soon  obtain  nd  si-cure  li>r  ii  •  a  permanent  ascendency.  A 
railroad  across  the  same  isthmus  would  result  advant!ig(;ously  to  us  in 
the  same  way,  though  not  to  tlu;  same  extent. 

A  ship  canal,  or  lailroad,  at  eith  r  of  the  otlitr  routes  of  i)as3agc  or 
transit  to  the  I'acilic,  tinlher  so -'li,  gene  .illy  spoken  of,  (iNicaragua, 
Panama,  or  Atrato) — ami  it  railroad  is  ah  dy  in  progress  at  Panama — 
must  advance  our  i-ommerce  and  navii.  ii>)n  m  the  sanu!  way;  but  it  is 
not  believed  they  can  be  as  vah'iible  to  ihis  count  v  us  the  "  (/////"route" 
wouKI  be,  if  put  in  successful  eioi  Uion. 

These  great  iiuprovements  n'  ;dlud(;d  to  because,  wiiichsoever  of 
them  is  adopted,  and  if  all  of  ihein  should  be  put  into  operalion,  most 
of  the  trade,  cominerce,  and  navigation  to  or  ihrough  tliem,  or  in  any 
wise  arising  from  lh(,'m,  must  necessarily  pass  through  the  "67/v//Vs  of 
F/'»-i(l(i.'^  All  of  such  trade,  commerce,  and  navigation,  throuf.'h  Te- 
liuantepec,  liom  the  I'acilic,  lot  expressly  destined  tiir  gulf  ports, 
whether  bound  l(»  Atlantic  ports  or  Europe,  or  elsewhere,  would  be 
obliged,  in  gelling  out  of  the  gulf,  1(j  go  near  to  Tortugas  anil  Key 
West. 

The  eiiief  portion  of  all  our  trade,  commerce,  and  navigation,  \vlth 
Cuba  and  the  West  Indies,  and  especially  with  Jamaica  ami  the  Wind- 
ward islands,  ail  '  vviih  tlie  eastern  coasts  of  South  America,  now 
passes  through  t;:  straits,  aiul  likewise  the  trade,  connnerce,  and 
navigaiion  of  Euroj)e  with  those  places,  in  sailing-vessels,  on  the  home- 
ward voyage.  Steam-vessels,  on  their  outward  passage  from  the  At- 
lantic. States,  also  pass  through  tiie  straits,  and  most  of  our  coasting- 
vessels,  ev<'i.,  of  the  largest  class,  bound  litr  the  gull^hey,  generally, 
Ciossing  the  Bahama  banks.  The  voyage  througli  the  Windward  pas- 
sage, or  the  Mona  passage,  going  near  Jamaica,  and  round  Cape  An- 
tonio, i.s  sometimes  pursued;  but  it  is  several  hundred  miles  longer, 
and  is  attended  with  its  peculiar  hazards,  and  also  delays,  that  render 
the  other  passage  preferable. 

An  estimate  ot  the  trade,  commerce,  and  navigation  of  iJic  Gulf 
now  annually  j)assing  through  the  Straits  of  Fkuida;  and  also  of  the 
other  trade,  commerce,  and  navigation  of  the  Unitetl  States  and  of  other 
countries,  above  rclerred  to  as  pursuing  the  same  channel,  has  stated  it 


0' 


716 


Andrews'  report  on 


as  probably  amounting  to  $400,000,000,  (four  hundred  millions  of 
dollars.)  That  it  must  increase,  and  rapidly,  and  to  an  immense 
amount,  and  particularly  that  of  the  United  States,  if  we  are  blessed 
with  a  continuance  of  peace,  no  one  can  doubt. 

With  reference  to  this  trade,  commerce,  and  navigation,  the  Straits 
of  Florida,  and  the  islands,  and  keys,  and  coasts  of  Southern  Florida, 
and  particularly  the  positions  of  Key  West  and  Tortugas,  are  of  the 
highest  consequence  to  this  country  in  time  of  war  and  of  peace.  They 
are  equally  as  important  to  the  commercial  and  navigating  interests  of 
the  Atlantic  States,  and  of  the  Atlantic  seaports  as  to  those  of  the  gulf 
States  and  of  the  gulf  ports.  They  are  important  to  the  same  interests 
in  California  and  Oregon.  They  are  important  to  the  agricullur.'d  in- 
terests of  the  great  valley  of  tiie  Mississippi.  They  are  important  as 
the  outposts  of  the  military  and  naval  drfences  of  the  entire  gulf  and 
southern  Atlantic  coasts,  and  as  points  from  wiiich  to  msail  an  enemy. 
They  are  essential  for  the  protection  of  all  our  commercial  and  navi- 
gating interests,  not  merely  in,  or  to,  or  from,  the  gulf,  but  with  Cuba 
and  most  of  the  West  Indies,  and  with  the  eastern  coasts  of  this  conti- 
nent iurtlier  soutli,  and  with  South  America.  The  prospect  of  an 
extensive  and  valuable  trade  with  the  rich  countries  bordering  on  the 
Amazon  and  its  tributaries  being  soon  opened  to  us,  is  favorable;  and 
the  recent  auspicious  changes  in  the  atiiiirs  of  the  Argentine  Hcpublie 
promise  an  increase  of  our  commerce  with  the  La  IMatii  and  \\\v: 
States  on  its  waters.  Our  conuncrce  is  extending  with  IJra/.il  and  with 
the  States  on  the  western  shores  of  South  America;  and  all  of  the 
trade,  commerce,  and  navigation,  just  enumerated,  and  that  in  tlic 
l*aeilie,  and  throngh  it  to  China  and  the  Asiatic  seas  generally — tlu; 
antieij)ated  augmentation  of  which  is  bel(>re  adverted  to — must  ot 
necessity  pass  witliin  sight  of  these  two  jiositions  above  designated, 
and  most  of  it  through  the  entire  extent  of  the  "straits." 

Tortugas  is  to  the  (iulf  of  Mexico,  to  the  Straits  of  Florida,  and  to 
the  Caril>bean  sea,  and  in  fact  tf)  the  entire  West  Indit's,  what  Afalta 
is  to  the  Mediteiranean  and  Adriatic  seas,  and  the  countries  on  their 
shores.  The  posiliou  of  (Jibraltar  with  reference  to  the  eoinineree 
passing  through  the;  Gut  into  and  out  of  tht^  Medilerran(;an  is  not  as 
commanding  as  is  the  position  of  Key  West,  with  reiiMcne*'  to  all  the 
immense  eoimuerce  of  this  country,  l<)reign  and  domestic,  and  that 
of  tiucign  countries,  passing  through  the  Straits  of  Florida.  The  il)rti- 
ficatious  at  the  Dardanelles  do  not  more  completely  control  the  entrance 
to  the  sea  of  Marmora  and  that  to  the  Euxin(S  or  the  Castlt^  of  Cron- 
berg  that  of  the  Baltic  through  the  sound  at  Elsinore;  than  the  ll)rts  at 
Key  West  and  Tortugas  will,  when  finished  and  garrisoned,  rind  aided 
by  the  modern  naval  power  of  steam  frigates — the  most  litrmidahle 
ever  known — control  tli(;  entrance  to  \\u\  Straits  of  Florida  and  its 
entire  passage. 

Key  Wi!st  is  one  of  the  finest  harbors  in  the  United  States.  The 
largest  ships-of-war  can  enter  it  at  any  time  with  facility.  The  anchor- 
age is  secure,  and  it,  and  also  the  T(»rtugas,  are  being  well  t()rtilie(I. 
Tortugas  protects  Key  West  on  the  south  and  west,  and  the  latter  is 
equally  essential  to  the  full  protection  of  the  li)rmer.  As  Key  West 
has  a  channel  of  ingress  juid  egress  from  and  to  the  (hilf  of  Mexico,  as 


COLONIAL   AND   LAKE    TRADE. 


717 


3d  millions  of 
»  an  immense 
wc  are  blessed 

ion,  the  Straits 
ithern  Florida, 
as,  arc  of  the 
f  peace.  They 
ing  interests  of 
ose  of  the  gulf 
same  interests 
igricultur.'d  in- 

0  important  as 
nitire  gulf  and 
sail  an  enemy, 
rcial  iind  navi- 
but  with  Cuba 
s  of  this  conti- 
rospret  of  an 
)rdering  on  the 
iivornblo;  find 
iitine  Hrpublic 
lMat;i  iiMil  the 
Jni/il  nnd  with 
luul  nil  of  the 
id  tliiit  in  the 
[^(^ncrMlly — thf 

1  to — inu.st  of 
ive  dcsiii^uated, 

Morid.i,  nnd  to 
s,  whiit  M;ika 
iiitrit\-<  nil  their 

\r  coniinercc 
iiic.'in  is  not  as 
(Mict"  to  all  the 
Jtic,  find  that 
a.  Tii('  tl)rti- 
ol  tiic  rntraiu't' 
astlc  of  Cron- 
aii  the  li)rts  at 
lied,  and  aided 
ost  i!)niiidal)l(! 

orithi  and  its 

1  ^Jlatrs.     The 

The  anehnr- 

well  t()rtified. 

id  the  latter  is 

As  Key  West 

of  Mexico,  as 


well  as  from  and  to  the  Straits  of  Florida,  and  supported  as  it  is  by 
Tortugas,  having  similar  channels,  it  would  require  for  the  l)lockade  of 
ii  naval  Ibrce  in  cither  thrice  the  strength  of  the  force  blockaded;  and 
the  blockading  force  must  necessarily  be  so  divided  as  to  prevent  any 
junction  giving  it  effectiye  superiority.  These  two  poshions  will  be 
t(>rmidable  to  any  power  that  may  provoke  this  •  ountry  to  a  war,  and 
that  has  possessions  in,  or  convenient  to,  the  West  Indies;  for,  besides 
the  Gulf  of  Mexico,  and  not  only  tlie  Havana  and  Matanzas,  but  the 
entire  island  of  Cuba,  and  every  otlier  West  India  island,  and  tlie 
whole  Caribbean  sea  antl  its  coasts,  could  be  successfully  blockaded 
by  a  vigilant  and  effective  fierce  of  war-steamers  to  rendezvous  there. 
From  thence  any  point  in  the  region  named  could  be  assailed  in  a  few 
hours. 

Another  consideration  gives  consequence  to  tliis  position  with  refer- 
ence to  the  interes!>  of  the  trade,  commerce,  and  navigation,  l)ef()re 
leliTied  to.  Froiri  a  report  made  to  the  Coast  Survey  othce  by  the 
agent  of  the  underwriters  of  our  Atlantic  and  other  seaports,  it  appears 
that,  from  the  year  1845  to  November  1,  J  852,  the  number  of  Ameri- 
can vessels  wrecked  on  the  Florichi  reefs,  keys,  and  coast,  and  brought 
into  K(y  West,  was  252;  and  the  aggregate  value  of  the  ships  and 
cargoes  was  87,932,000.  The  salvors  were  awarded  on  this  property 
S798,317,  or  about  ten  i)er  cent,  average  salvage;  and  the  expenses  in- 
cTured  were  S38i),380 — about ya'c  yer  cent.  move,  amounting  in  all  to 
$1,187,097,  or  nhnutji/tcen  2>cr  cent,  loss  to  the  owners  or  insurers.  In 
this  statement,  the  fiireign  vessels  and  cargoes  wrecked  there  are  not 
included.  It  is  estimated  tiiey  C(|ual  at  liMst  onc-jijlh  of  our  own  in 
number  and  value.  Those  vessels  that  were  supposed  to  be  entirely 
lost,  and  the  crews  of  which  probably  perished,  arc  not  estimated  in 
the  statement.  Tlie  system  fi)r  the  n^gulaiion  of  the  business  of  as- 
sisting wrecked  vessels,  and  tor  securing  the  fidelity,  honesty,  and 
vigilance  of  tli(!  "  «///'w/s,"  now  enll)rced  by  the  admiralty  court  !it  Key 
West,  under  authority  of  acts  of  Congress,  is  judicious  and  salutary. 

The  extended  introduction  and  use  in  navigation  of  steam  power, 
defying  tlu;  currents  and  tin;  storms  ;  the  ac(|uisition  of  more  accurate 
knowk'dge  of  the  reefs,  and  keys,  and  coasts,  and  currents,  and  the 
course  (»f  the  winds;  anil  the  improved  skill  and  greater  care  on  the 
part  of  navigators,  and  the  erection  of  further  necessary  light-houses, 
Ihmcoiis,  buoys,  &c. — it  is  hoped,  may  (h'cri'ase  the  number  of  wrecks 
on  those  reefs  and  coasts,  and  the  immense  losses  sustained  ihen^by, 
(•liielly  by  eastern  merchants,  or  ship-owners,  or  insurance  olliccs ;  but 
there  will  always  b(!  many  unavoidable  casualties  attendant  upon  that 
navigation.  The  subject  of  devising  further  means,  looking  to  the  pre- 
vention of  shipwrecks  and  conseiiuent  loss  of  human  lili-  and  di-struc- 
tion  ot"  proj)erty  on  the  reefs  in  the  vicinity  of  Key  West,  commends 
itself"  to  the  consideration  of  every  philanthropic  statesman.  Frovision 
f()r  the  ilestitute  mariner  cast  upon  those  islands  or  coasts  by  shipwreck 
is  also  a  subject  meriting  attention. 

There  is  no  navy  or  ship-yard  at  Key  West.  There  are  lo  public 
establisliments  ti)r  the  repair  or  refitting  of  ships  injured  in  battle  or  by 
storm,  or  by  having  been  ashore,  nearer  than  IN  usacola,  on  the  gulf 
side,  and  Norftiik,  n\  Virginia,  on  the  Atlantic  side.     There  is  no  naval 


iU 


ii 


m 


i.i 


ii 


i]' 


II 


ti 


I 


718 


Andrews'  report  on 


hospital  at  Key  West.  There  arc  no  naval  or  military  nwga::ine!i  of 
storehouses.  There  are  no  supplies  of  naval  or  military  armaments  or 
munitions  of  war.  There  are  no  public  supplies  of"  provisions  ;  no  coal 
for  steamers,  or  other  naval  or  miUtarij  stores  of  any  kind,  or  places  to 
depositc  them  in,  if  taken  there.  There  are  no  materials  for  tlie  rc^pair 
or  refitting  <if  vessels.  There  arc  no  public  workshops,  or  artisans, 
implements,  or  tools,  or  machinery,  or  tackle,  for  sueli  oliject.  And  the 
case  is  the  same  at  Tortugas.  The  nearest  government  establishments 
are  at  Pensacola,  six  hundred  miles  across  the  gulf,  and  Norfolk,  nine 
hundred  miles  up  the  Atlantic  coast. 

Every  dictate  of  prudent  foresight  demands  a  change  in  these  re- 
spects. At  the  present  session  of  Congress,  an  appropriation  of  twenty 
thousand  dolhns  is  made  '*l()r  establishing  a  depot  liir  coal,  fiir  naval 
purposes  at  Key  West."  No  appropriation  allowing  farther  ])rogress 
in  the  fortifications  at  Key  West  or  Tortugas  has,  ho-vvever,  been  made. 
It  is  believed,  sound  economy  dictates  that  such  amounts  shoidd  be 
given  as  would  enable  them  to  be  completed,  and  the  arniamcnls  and 
militarv  stores  supphed  to  them  forthwith. 

Key  West  will  hereafter  be  more  looked  to  as  a  rendezvous  tJir  our 
merchnut-shij)s  passing  near  to  it.  The  great  utility  df  ;i  public  sliip- 
^•ard  and  dock  there,  must  be  apparent  to  all  who  relloct  on  the  sub- 
ject. That  pr)rt  should  be  reiierl  upon  as  a  certain  depot  il)r  coal  and 
provisii'ii;;  and  stores  of  all  kinds,  but  espceiallv  li>r  shi[)-chaudliTy  ;uid 
niatcriids  f()r  rej)airing  and  refitting  our  ships-of-\v;n-  and  mcrcliiuU- 
Vf^ssels,  injured  in  any  way,  if  they  should  put  in  there,  or  be  taken  in 
by  "snlvoi's."  The  establishment  there  of  a  naval  hospital  would  \h' 
a  just  and  a  judicious  niensure.  If  made  a  sloppinu-place  for  the 
I'niled  Stales  miiil  steamers  between  Chagres  and  Niw  Voik  tnid  Nc;w 
Orleans,  ;nid  ;ill  others  going  to,  or  returning  from  the  South,  the  ad- 
vanlige  thcrebv  afford"d  of  shipping  wnvked  goods  bv  tlie  Inrge 
steanieis  direcilv  to  Xew  York  or  to  Nc'w  Oilcans  wonid  b(^  important 
lo  the  insurers  and  others  interested.  The*  adop.iou  ol"  tlie  ni"asures 
suggested  could  not  but  residt  beneficially  to  the  coinitry  in  excry  re- 
sjM'ct.  To  wait  till  circannstances  of  necessity  Ibree  such  I'l  suits — till 
private  inlcreshj  are  constrained  or  induced  to  f)uild  up  [iiivate  eslnb- 
lishnients,  .and  provide  the  means  for  making  Key  West  a  reixlezvous 
und  haven  and  depot,  as  suggested — is,  it  is  conceived,  shorl-aiihtcd 
policv.  I'ublic  ;uid  LiencTal  interests  are  involved,  and  public  govern- 
mental aid  should  be  vielded.  Ki'V  West  will  become  more  and  more 
essential  as  a  place  of  (h-pot  tor  American  coal  as  the  steain  navy  and 
.steam  m<acantil<' marine  iufa'eases.  If 'i'ehuantep<'c  should  be  made  a 
good  route  of"  transit  or  of  passanc  to  the  J'jicific,  Key  West,  being  ia 
the  direct  pathwav  of  steamers  Ironi  lhenc(>  to  the  Atlantic  |)i'rts  and 
to  Min'o])e,  .and  about  midvaij  of  the  voyage  to  and  from  New  York, 
will  be  .absolutely  indisptaisable  to  ihi;  steamers  in  that  business  as 
such  (h'pot. 

(Jogent  arguments  an"-  urged  in  flivor  of  Key  West  being  made  .-i 
principal  nav.al  station,  and  ii)r  establishing  a  navy-yard  there  of  the 
first  class.  Ib'sides  those  arising  from  its  peiadi.ar  .advantages  of  posi- 
tion, beliire  alluded  to,  in  time  of  war  and  ot"])r'!ice,  the  ficility  of  pro- 
curing all  kinds  of  naval  timber  cheaply,  and  also  of  tar,  pitch,  and 


COLONIAL   AND   LAKE    TRADE. 


719 


ry  mnrrazinea  or 
ry  armaments  or 
asions ;  no  coal 
(1,  or  places  to 
Is  tor  the  repair 
)ps,  or  futisans, 
hject.  Atul  the 
establishments 
(1  Norl()lk,  nine 

if::e  in  these  re- 
ation  ol'  twenty 
coal,  for  naval 
hrlher  progress 
,'er,  been  mnde. 
lints  shi)iild  be 
armaments  and 

dezvous  tor  onr 
'  a   public  ship- 
lect  on  the  sub- 
tot  tor  coal  ami 
)-chiMi(lli'ry  Mild 
and   mereliant- 
,  or  be  iiikeii  in 
spitiil  would  1k' 
lU-phiee  lor  the 
Voik  ;tnd  New 
t^oiith.  the  fid- 
l)y   thi'    lartre 
I  b'^  iuijiort'int 
I"  the   iii';isun\- 
Iry  in  excry  re- 
leh  n  suits — till 
priviiii'  est;d)- 
•;t  a  rendezvous 
fl,  short--^i jilted 
[)iii)lii'  uoverri- 
mor(^  luid  uKUi' 
tenin  n;ivy  luid 
luld  be  ni;ide  ;i 
W Csl,  itciiiL:  ill 
aiitie  |)'irts  ;iiid 
om  New  Vork, 
Kit    i)usiiiess   lis 

being  innde  ;i 

rd   there  ot"  the 

inliiges  of  posi- 

liieility  of  ])ro- 

Inr,  {litcli,  and 


turpentine,  from  the  contiguous  public  domain  on  the  peninsula,  is  n 
matter  deserving  considerntioa.  At  any  rate,  it  should  be  made  an 
auxihary  5'ard  tor  the  repair  and  rvfiii'mg  of  vesscls-ot-war  injured  in 
battle  or  by  storm,  even  if  it  should  be  deemed  injudicious  to  comtnict 
or  hald  sliips  there.  Large  sums  have  herctotbre  been  expended  at 
Port  Million  and  elsewhere  in  tixeign  ports,  by  the  United  States,  tor 
similnr  limited  public  establishments.  If  provision  is  made  by  law, 
allowing,  on  proper  terms,  the  use  of  such  works  for  the  repair  and 
refitting  of  wrecked  merchant-vessels,  it  would  be  highly  advantageous 
to  the  commercial  and  navigating  interests  of  the  Atlantic  seaboard. 

The  sujjerior  eligibility  of  Key  West  as  a  naval  station  and  depot, 
Hud  the  sound  policy  of  t()rtitying  it  strongly,  have  long  since  been  urged 
upon  the  government  by  oHicers  of  the  army  and  navy  at  the  head  of 
their  })roi(.>ssioii.  President  Monroe's  message,  January  20,  1823,  and 
Secretary  'J'hompson's  communication  referring  to  Comniodore  M.  C. 
Perry's  report.  Am.  S/a.  Pa.,  (i(.  Nural  JJfilrs,  p.  871;  also  Commodore 
Rodgers's  report,  November  24,  1823,  i/^i-V/.,  p.  1121 ;  also  President 
Jackson's  (executive  ord-'r,  April,  J82i),  and  Secretary  Branch's  report 
in  1829,  Sen.  Dor.  h(  srss.  21.';/  Cong.,  I'll.  1,  A'';.  1,  ;;.  37 ;  and  Commo- 
dore Itogcrs's  report,  ilniL,  p.  23^5;  also  Presid(Mit  Jackson's  message, 
Maich,  1831),  and  Secretary  liraiich's  letter  and  Captain  Tatnall's  re- 
port, Sen.  Dnc,  l.s7  .sr.w.  21s7  Omg.,  vol.  2,  No.  3,  pp.  1,  2,  anil  •') ;  also 
Secret:iry  ('oiirad's  report,  Dec(>mber,  185],  Ex.  Dm.  No.  '),  p.  9,  Isf 
srss.  32'/  C'liifT.;  and  (ten.  'J'otten's  report,  ihiiL,  pp.  25-52;  and  Jiieuten- 
aiit  Alauiy's  rej)ort,  Ihid.^pp.  IIG  and  17!)  to  184;  ami  Lieutemuit  Mau- 
ry's (vssays  in  Southern  Liternry  AL.-'srngrr  of  May,  1840,  pp.  310,  311, 
&'c.;  and  numerous  similar  paju-rs  to  be  tliund  in  the  published  docu- 
ments of  (!ougiess  since  1821,  show  this.  The  Jate  Commodore 
David  I'orter,  at  difli-rent  times,  olbeially  and  unoRieially,  in  communi- 
cations published  in  the  newspa[)ers,  e\[)ressed  his  imeijiiivocal  concur- 
rence with  Coininodon^  Itodgers  in  the  opinion  he  gave  of  the  great 
inijiortance  ol'  Key  W(>sl  and  'I'orliigas,  and  ol"th(>  policy  and  measures 
that  should  be  adojtted  with  res[)ect  to  those  points.  And  when  Com- 
modore Porter  was  in  tlie  s(M'viee  of  the  re[)nblic  of  Mexico  in  herstrug- 
gl(^  t(')i-  iiidependeiH-e  with  Spain,  he  u^ed  Key  \V(\st,  then  first  l)eing 
settled,  as  a  point  of  rendezvous,  I'rom  whic!?  he  was  enabled  to  well 
nighdf-stroy  tlu>  comuK^rce  of  th(>  Havana  ;ind  Malan;^as,  though  scnighl 
to  i)e  pro1(-ete(!  by  a  superior  Spanish  licet  under  Admiral  Laboi-de. 

In  the  celebrated  report  to  (jongn^ss,  April  8,  183ti,  ( Kr.  Dors.,  vol. 
G,  \'/.  2 13,  [sf.  srss.  '24t/i  Con<r,,)  made  by  (Jeneral  Cass,  then  Secretary 
of  War  under  CentM'al  Jackson,  and  which,  it  has  been  considered, 
enibodi'S  all  tli(>  arguments  against  the  general  system  of  coast  l()rti(i- 
cations  as  an  economical  or  as  the  best  means  of  defence  ti)r  this  coun- 
try, positions  like  Key  West  and  Torlugas  ar(>  e\ce[»ted  I'lom  the 
general  objeclions  to  tlu;  systtnn,  Insomuch  as  th(>y  an-  not  within  the 
class  of  onlinaiy  coast  tiirtilications  on  the  main  land.  Tluy  are  rather 
auxiliaty  naval  works.     Ihit!.,  pp.  i],  15,  &c. 

The  opinions  expressed  as  to  the  value  of  Key  West  and  Tortugaa 
to  the  ['nited  States,  in  the  documents  and  papers  above  r(>l"erred  to, 
an^  by  no  means  peculiar  to  tli(>  eminent  men  and  oliicers  who  thus 
expressed  them,  nor  are  they,  in  the  least  degree,  novel.     Similar  views, 


720 


ANDREWS*    REPORT   ON 


i  it 

!  I 


it  is  well  known,  were  entertained  and  expressed,  by  British  engineers 
and  other  British  naval  and  military  officers,  to  that  government  a  long 
time  ago.  Great  Britain  took  the  Havana  and  the  provinces  of  East 
and  West  Florida  from  Spain,  in  the  war  of  1762-'C3.  On  the  restora- 
tion of  peace  in  February,  1763,  she  relinciuishcd  the  Havana  and 
Cuba,  but  retained  the  Floridas,  which  remained  in  her  possession  till 
1783,  when  they  were  retroceded  to  Spain.  Whilst  in  possession  of 
them,  the  British  government  caused  partial  surveys  to  be  made  of  the 
•ects,  ke3's,  and  coasts ;  and  the  reports  of  her  officers  represented  the 
Tortugas,  and  other  islands  and  keys  adjacent  to  the  coast,  as  com- 
manding, if  fortified  and  aided  by  a  small  naval  force,  the  trade  of  the 
Kwana,  of  Matanzas,  and  of  tlie  entire  gulf  and  Straits  of  Florida. 
Excepting  the  Floridas,  the  whole  gulf  coast  (Louisiana  and  the  vice- 
royalty  of  Mexico)  was  at  that  time  possessed  by  Spain.  Th(i  British 
officers  represented  truly,  that  the  Tortugas  and  the  otlier  Florida  keys 
were  of  more  importance  to  Great  Britain,  in  a  naval  and  military  point 
of  view,  than  the  Havana  ;  because,  wliilst  they  are  a  check  upon  it, 
and,  as  has  been  before  mentioned,  they  could  eifcclually  blockade  it, 
aided  b}^  an  efficient  naval  force,  the  Havana  has  no  countervailing 
ciieek  or  control  over  them  with  such  naval  force  to  sustain  tliem.  It 
is  true,  objections  have  been  prefi'rred  to  these  views.  It  has  been  as- 
serted that  K(  y  W(\st  and  Tortugas  are  "  uniiealthy."  'J'lie  census 
reports  of  ]8.'3(),  as  to  llie  immber  of  deaths  tlier(%  and  llu^  official  re- 
ports of  army  and  navy,  medical,  and  other  oflicers,  and  tlie  experience 
of  till'  resitlents  of  tlie  Florida  keys  for  the  last  twenty  years,  disprove 
this  assertion.  It  has  been  stated  that  the  isolatcxl  [)osition  of  th(;setwo 
points  renders  the  construction  and  maintcnanci!  of  public  works  there 
more  expensive  than  at  otiier  places.  This  is  not  correct  to  any  very 
great  extent,  and  it  is  not  a  good  reason  lor  withhohliiig  the  means 
if  tlie  advantages  are  superior,  or  lh(.'  nc^cessities  greater,  t()r  sut^h  works 
there  than  at  other  places.  Besides,  thes(;  two  works  will  cost  t()r  the 
construction  less  than  the  aggregate  of  the  cost  of  titur  fri,L;ales,  (if  esti- 
mated at  tjuly  $()0((,U00  {.'aeh;)  aiul  it  nuist  b(!  remernbered  that  our 
naval  shijts  ordinarily  recjuire  in  eight  years  the  amoui  L  ■>['  their  prime 
cost  fiir  repairs,  ri'litling,  &-e. 

The  objection  h;is  also  bee'i  i.rged  that,  if  such  litrls  wnc.  l)e.siege.(l, 
there  would  be  diHieuIty  in  aliiuvhiig  them  siibs.'steiiee  or  other  succor. 
It  is  not  eas\'  to  imagine  the  probabL  necessity  ot  such  succor,  excejit 
produced  by  a  course  of  llagrant  neyligenei;  and  want  of  precaulioii, 
with  respect  to  them,  that  it  is  not  likely  would  be  pursued  by  ourgov- 
ernni'tit  in  time;  of  war,  nor  by  our  army  or  navy  ollieers.  And  it  i« 
denied,  if  such  were  the  ease,  aid  could  not  be  rendered  from  the  ad- 
jacent coasts,  especially  ii'some  of  the  keys  (such  as'  Bahia  Honda  and 
Key  \'acas)  nearer  tlu;  capes  are  protected  by  suiall  de!r!K-es,  as  should 
be,  and  can  be  tlone,  at  trilling  expense:  and  if  it  eaa  be  supposed  thai 
there  was  no  naval  t()rc(!  ot"  the  United  States  on  the  liulf  compete  iit 
to  repel  the  iiiemy.  The  assertion  has  been  made  in  crude  essays  in 
political  newspapers,  and  it  has  been  elsewhere  re-echoed,  that  Cuba, 
the  Havana,  and  the  Moro  Castle,  are  "the  true  and  only  keys  to  the 
deti'iice"  of  the  shores  of  \\h-  South,  "and  to  th('  inunense  interests 
there  coikcled,"  and  that  Key  West  and  Tortugas  were  not  the  con- 


COLONIAL  AND   LAKE   TRADE. 


721 


"itisli  engineers 
ernment  a  long 
)vinccs  oi'  East 
On  the  restora- 
3  Havana  and 
•  possession  till 
n  possession  of 
be  made  of  the 
represented  the 

eoast,  as  corn- 
he  trade  of  tlie 
lits  of  Florida, 
i  and  the  vice- 
1.  Tii(5  British 
cv  Florida  iceys 
.1  niililary  point 

clii'ck  upon  it, 
lly  blockade  it, 
I  countervailing 
stain  them.     It 

It  lias  been  as- 
'     The  census 

lh(^  olliciid  re- 
1  the  experience 
years,  disprove 
ion  of  these  two 
lie  works  there 
■ct  to  any  very 

lig  tlie  meana 

t(»r  such  works 
,vill  cost  tor  the 

iMi;;ilcs,  (il"csti- 

l)cr((l  that  our 
it'  their  prime 

were  i)e.-)iege(l, 
)r  other  succor. 

succor,  except 

:  ol   prt.'caulio'i, 

lied  by  our  gov- 

•eis.     And  it  JR 

(1  fiDiu  the  ad- 

ihia  lloiula  find 

in-r:i,  as  should 

■  >u[)poscd  th;a 

uult'  competent 

LTude  essays  in 

)ed,  lli;it  Cub;i, 

!ily  keys  to  the 

uciisc  iuterests 

re  not  the  con- 


trolling positions  stated  in  the  documents  referred  to.  It  i.^  believed 
that  but  a  solitary  instance  exists  where  such  opinion  has  been  ac- 
quiesced in  by  any  distinguished  naval  or  military  officer. 

Such  peculiar  opinion,  with  respect  to  the  relative  value  of  these  po- 
sitions, and  of  Cuba,  and  of  the  Havana,  and  of  the  Moro  Castle  is 
unsupported  by  any  sound  reasons  founded  on  undisputed  facts,  and  it 
has  generally  been  urged  to  sustain  ulterior  views  of  policy  beyond  the 
mere  protection  of  our  commerce.  The  idea  of  the  Havana  being  re- 
garded as  a  key  to  the  gulf,  when  Key  West  and  Tortugas  are  fortified 
and  supported  by  a  small  naval  force,  is  preposterous.  They  are  to 
windward  of  Cuba,  and  are  located  at  the  centre,  while  the  Havana  is 
outside  the  periphery  of  the  circle  of  the  commerce  of  the  gulf  and 
straits  ;  and  they  have  different  channels  of  ingress  and  egress  to  the 
gulf  and  the  straits,  while  the  Havana  has  but  one,  and  that  to  the 
straits.  Vessels  bound  to  or  from  the  gulf,  or  further  south,  do  not  or- 
dinarily pass  as  near  to  the  Havana  as  to  the  Florida  keys.  They  seek 
Lo  avoid  the  iron-bound  and  generally  leeward  coast  of  Cuba,  and  the 
currents  near  it. 

As  points  from  whicii  to  make  an  offensive  or  aggressive  demonstra- 
tion by  seii,  either  in  the  West  Indies  or  to  the  sotith,  or  in  tlie  Atlantic 
beyond  the  Caribbean  sea,  as  lias  before  been  observed.  Key  West  and 
Tortugas  are  the  most  favorable  positions  in  possession  of  the  United 
States.  Foreign  statesmen  and  military  and  naval  officers  are  not  un- 
apprized  of  this;  and  hence,  upon  the  breaking  out  of  a  war  between 
us  and  any  naval  power  of  Europe,  a  large  naval  force  will  be  fordi- 
with  dispatched  by  the  enemy  to  their  vicinity,  and,  as  was  predicted 
by  Commodore  Rodgcrs  in  1823,  "^//c  first  important  navnl  contest  in, 
which  this  t:nuutrif  shdll  be  engaged,  will  be  in  the  neighborhood  of  this  very 
island,^^  \_Kcy  IVest."] 

In  confirmation  of  the  correctness  of  tliose  remarks,  it  is  not  inap- 
propriate to  refi'r  to  debates  in  the  British  Parliament  more  than  thirty- 
three  years  ago,  in  which  eminent  and  sagucious  Britislt  statesmen,  who 
doubtless  received  the  views  tliey  ex})rcsscd  from  British  military  and 
naval  officers,  (as  is  the  practice  of  wise  British  statesmen  on  such 
subjects,)  uuecjuivocally  attest  tlie  value  to  the  United  States  of  these 
positions,  obtained  by  the  then  recent  cessions  of  the  Floridas,  by 
Spiiin.  [y'u\v  Lord  Lansdowne's  sj)eecli,  in.  May,  1819  Hans.  Pari. 
Deb.,  vol.  40,  p.  ?91;  Mr.  Macdonald's  speech,  June  3,  1819,  ibid.,  p. 
9U2;  Mr.  Maryatt's,  ibid.,  p.  893;  Sir  Robert  Wilson's,  ibid.,  p.  871; 
Lord  Carnarvon's,  ibid.,  p.  1413;  and  Lord  George  Bentinck's,  February 
u,  1848,  ibid.,  vol.  9G,  pp.  7  to  42.] 

Tlii3  is  not  the  oidy  time  similar  views  were  expressed  in  the  Briiish 
Parliament;  and  li  has  been  stated  on  jiood  authority,  that,  antciior  to 
tlie  cession  of  18i'^  an  eminent,  wateliful,  -md  fiu'-seeing  English  stiiLc-«- 
man  called  public  attention  to  the  importance  of  the  Tortugas,  and  to 
the  expediency  of  the  British  government  taking  possession  o'l'  and  for- 
tifying those  islands. 

One  of  the  most  useful  public  undertakings  in  the  U'lion   is   the 

♦«  Coast  Survey."     Its  liibors  on  the  Florida  reef,  keys,  and  consts  wjre 

commenced  in  1848,  and  are  extending  up  the  gulf  and  Atlantic  coasts. 

Appended  i  >  a  statement  of  wrecks  at  Key  West  in  1847,  (published 

4G 


'! 


IVa   t 


uMl 


722 


ANDREWS     REPORT  ON 


p.  105,  Sen.  Doc.  No.  242,  1st  sess.  30th  Cong.,)  is  the  following 
pi  iated  note,  made  by  one  of  the  then  Senators  from  Florida : 

[Note  by  J.  D.  W.  in  1848.] — "It  is  not  a  little  surprising  that,  in 
the  twenty-seven  years  Florida  has  been  held  by  the  United  States,  no 
complete  nautical  survey  has  been  mnde  of  the  ^Florida  ree/.^  During 
such  time  the  British  governmcsU  has  liufi  shins-of-war,  (among  them 
tli;;  brig  Bustard,)  with  scienfilic  oilircrs,.  eng?  ,!:;<d  lor  months  in  such 
surveys;  and  even  in  surveyjug  i'r  iiarbor  of 
our  harbors  there!     The  charis  U3ed   by  our 


West,  and  other  of 
itrators  are  the  old 


Spanish  charts,  and  those  made  by  the  Biiush  ii;.'a  1763  to  1784,  and 
of  the  recent  British  surveys  al'uded  to,  and  compilations  of  them  by 
Bluiil  and  othoji^ — all  iruperteci  in  many  particulars,  and  erroneous  in 
others.  We  /tore  no  original  American  chart  of  aU  the  reefs  and  keys! 
That  accomplished  and  scientific  f  Iftcer  at  th^  hct.  i  of  the  '  Coast  Sur- 
rey,^ Professor  Baelte,  hris  inf 'rmed  me,  thai  if  the  means  were  appro- 
priated b\  Congress,  the  entire  reef  and  all  th.e  keys,  from  thcTortugas 
up  to  Cape  Sable,  couM  I*'  surv.  yed  >•,*.  ywc  xmson.  The  expense,  to 
enable  the  work  to  be  fini-^lied  in  one  srnson,  might  not  fid!  short  of 
S10(-,OOU;  as,  to  effect  it,  three  or  iinir  different  parties  of  officers  must 
be  *  liiployed.  But  the  beii(>fits  of  such  work  would  greatly  outweigh 
ibis  amount;  and  it  will  not  cost  less,  to  devote  two  or  three  years 
t<  it.'- 

No  intelligent  man,  after  investigation  and  reffcction,  can  question 
the  great  value  of  the  "  cou:- 1  surveys."  They  have  been  prosecuted 
with  dihgence  on  this  coast,  as  the  resuUs  show,  since  the  first  appro- 
priation of  S7,500  was  made  in  1848.  The  annexed  map,  showing 
the  coast  of  the  Gulf  of  Mexico,  and  also  the  relative  positions  of  Cnpe 
Caioclu!  and  of  Cuba,  and  of  ;he  Bahama  banks  and  islands,  to  the 
peninsula,  and  to  the  islands,  keys,  and  reefs  of  Florida,  and  also  of 
the  Atlantic  coast  as  far  north  as  Ciiarleston,  has  been  furnished  from 
the  "  Coast  Survey"  office,  upon  recpiest,  expressly  for  this  report.  It 
will  be  found  to  be  highly  useful.  Some  portions  of  the  coasts  tfierein 
delineated  liave  not  as  yet  been  fidly  surveyed,  though  the  work,  as  it 
respects  the  coasts  of  the  United  States,  is  progressing  as  rajjitlly  as 
the  limited  means  yielded  will  allow.  The  parts  unsurvej^ed  l»ave  been 
laid  down  from  the  former  surveys  alluded  to,  and  from  the  partial,  or 
prehminary,  reconnaissances  made  by  the  Coast  Survey  officers.  The 
beneficial  effects  of  the  hU)ors  of  this  valuable  public  establishment 
(characterized  as  those  labors  are  by  that  perfect  accuracy  attainable 
only  by  the  highest  degree  of  science  and  professional  skill)  should  \yc 
conceded  by  all,  though  i'.  seems  such  is  not  the  cas(^  It  is  to  be 
lamented,  as  a  drawback  to  these  pnd  all  similar  works  tor  the  iirnrn- 
tion  of  casualties  of  any  kind,  and  particularly  those  by  shipwreck, 
that  they  are  not  generally  appreciated.  Their  salutary  results  are 
silently  effl'cted,  and  theref()re  p.(iper(;eived  by  many.  Even  the  mer- 
chant, whose  property  is  saved  from  destruction  by  the  charts  of  liid- 
den  dangers,  and  of  safij  charnels  and  harbors,  furnislied  by  the  "  Coast 
Survey,"  reflects  bui  little  to  whom  he  owes  its  preservr.tion.  But  the 
tempest-tossed  mariner,  when  iiis  ship  and  his  life  are  in  peril,  fi'om 
which  there  is  no  escape  except  by  tlju  aid  these  charts  give  hiai,  then 


ni^: 


COLONIAL  AND   LAKE    TRADE. 


723 


the  following 
rida: 

prising  that,  in 
ited  States,  no 
rccP  During 
,  (among  them 
lonths  in  such 
t,  and  other  of 
rs  are  the  old 
3  to  1784,  and 
ns  of  them  by 
d  erroneous  in 
recj\  and  keys! 
lie  '  Coast  Sur- 
is  were  appro- 
n  the  Tortugas 
he  expense,  to 
It  fall  short  of 
)f  otKccrs  must 
eatly  outweigh 
or  three  years 

,  can  question 
?en  prosecuted 
ihe  first  appro- 
map,  showing 
jitions  of  Cape 
islands,  to  the 
a,  and  also  of 
lurnished  from 
lis  report.  It 
coasts  tlierein 
the  work,  as  it 

as  ra[)idly  as 
yed  iiave  been 
the  partial,  or 
officers.     Tlie 

estfiblishnient 
•ncy  attainable 
iill)  should  \yc. 
.  It  is  to  be 
lor  the  frrrni- 
)V  shipwreck, 
ry  results  are 
Kven  the  mer- 
cliarts  of  liid- 
l)y  the  "  Coast 
Mon.  But  the 
;  in  peril,  from 
give  him,  then 


feels  their  inestimable  value,  and  cherishes  the  guide  there  found  as  his 
best  friend. 

WRECKS. 

The  following  statement  has  been  compiled  from  Sen.  Doe.  No.  242, 
1st  session  30th  Congress,  pp.  25,  26,  and  ibid.,  pp.  99  to  10.5 ;  also 
Sen.  Doc.  No.  3,  2d  session  30th  Congress,  1848,  pp.  30,  31,  &c.;  also 
Sen.  Doc.  No.  42,  1st  session  32d  Congress,  1851-'52,  p.  11;  and  other 
documents  referred  to  in  the  foregoing  paper,  and  in  Mr.  Cabell's  letter, 
which  precedes  it.  See  also  Mr.  Hoyt's  (agent)  report  to  "Board  of 
Underwriters"  in  New  York,  for  1852: 

Wrecks  on  Florida  rcrfs  from  1844  to  December  15,  1852. 


Year. 

N'wnber 
■of  ves- 
sels. 

Value  of  ves- 
sels Rnd  car- 
goes. 

Salvuge. 

Per  ct. 

10.8 
4.9 
6.4 
9.3 

8.5 
8.8 
8.4 
8.2 

penses. 
Amount 

expense*. 

Lone, 

Per  ct. 

Amount 

Per  ct. 

1845 

29 
£6 
87 
41 
46 
80 
84 
22 

♦725,000 

781,000 

1,624,0(K1 

1,282,000 

1,80.5,0<K) 

922, 000 

041,500 

66;j,  SOO 

12.7 

9.4 

6.7 

11.1 

11.2 

18.3 

12.1 

8.2 

(92,694 

69, 600 

109,000 

125,800 

127,810 

122,881 

75,852 

80,112 

♦76,  :170 
.%,  100 

M4,5<lfl 
74,26n 
91,850 
77,169 
89, 14S 
81,988 

♦16.*,  064 
1(1.%,  711(1 
•J  1. ■!,."«  Ml 
200. 1160 
21 1,160 
'..'0(1,  (KM) 
KkN,  IMIO 
16'J,'ilO 

'.'H  !t 

1846 

14.3 

1847 

'.H  I 

1848 

21  3 

1849 

18  7 

I860 

21  6 

1851   

20  5 

1862 

16. 4 

Total 

266 

8,194,300 

10 

803, 699 

12.9 

630,885 

1,434,584 

23.9 

The  foreign  vessels  are  not  included  in  the  above,  except  in  the  first 
three  years,  when  there  were  17  British,  and  84  A;neriean,  and  6  of 
other  nations.  Foreign  vessels  included,  since  1847  the  number  of 
wrecks  is  altogether  about  290  vessels.  The  expenses  are  distinct 
from  salvage,  being  charges  against  vessels,  &c.,  in  port,  as  harbor  fees, 
wharfage,  storage,  auction  commissions,  exchange,  commissions  l()r 
advances,  support  of  crews,  repairs,  refitting,  &c. 

T.HE    COTTON  CROP   OP    THE    UNITED    STATES. 

This  paper  is  not  intended  to  be  an  essay  upon  the  questions  respect- 
ing which  much  has  been  written  as  to  the  time  when,  and  by  what  peo 
plc,  ^^cotton-wool"  was  first  used  for  making  cloth ;  or  when,  or  by  whom, 
It  was  first  cvltivn(cd  for  use ;  or  when,  and  with  what  nations,  it  first 
became  an  article  of  commerce.  Several  different  and  various  publi- 
cations, official  and  unofficial,  readily  attainable  in  most  parts  of  this 
country,  each,  afford  all  the  information  on  these  points  that  can,  in  any 
degree,  be  practically  useful  to  any  person.  Nor  is  it  intended  to  discuss 
in  this  paper,  or  even  to  intimate  an  opinion  respecting  those  topi(;s  of 
political  economy  connected  with  the  different  "  cotton  intt^ests,"  which 
nave  divided  public  sentiment  in  this  country  in  years  past.  The  sola 
object  is  to  present  data,  gathered  and  compiled  from  authentic  sources, 
reliiing  to  the  cultivation  and  production  of  cotton — its  past  increase 


724 


ANDREWS     REPORT   ON 


:■■! 


in  the  United  States  as  an  article  of  commerce,  and  its  probable  still 
greater  importance  and  value. 

Two  kinds  of  cotton  are  grown  in  the  United  States: 

1.  That  indifferently  called  '« long  staple,"  "black  seed,"  "lowland," 
or  "  sea-island."    Wiien  raised  inland,  it  is  sometimes  called  "  Mains." 

2.  The  "short  staple,"  "green  seed,"  "upland,"  also  sometimes 
called  "  petit  gulf,"  or  "  Mexican." 

The  first  generally  commands  twice  or  thrice  the  price  of  the  latter 
kind,  and  superior  sea-island  often  brings  a  much  higher  amount.  Very 
choice  (jualities  of  sea-island  cotton  have  coininauded  upwards  of  a 
doli.ir  per  yound.  Sea-island  cotton  is  prepared  for  market  with  great 
care,  being  mostly  cleaned  by  hand,  or  oy  the  "ro/fc?"  gin;  the  "s«j<j" 
gin,  used  to  separnt(!  the  wool  of  tlie  "short  staple"  from  its  seed,  in- 
juiing  the  fibre  of  the  "  long  staple."  The  long  staple  is  usually  put 
in  round  bags,  not  exceeding  350  pounds  in  weight,  whilst  the  short 
staple  is,  in  \\\Vv.  years,  compressed  into  scjuare  bales  of  generally  450 
or  500  pounds  each,  and  in  some  States  more.  The  annual  yield  of 
the  long  staple  is  generally  liom  75  to  150  poiuids  of  cleaned  cotton  to 
(!aeh  acre  of  average  good  land  cultivated,  or  from  one  to  one  and  a 
half  and  two  bags  of  300  pounds  to  each  able  plantation  hand  eni- 
plo^'ed;  whilst  the  short  staple  yic.'lds  from  150  to  250  pounds  o{' cleaned 
cotton  to  the  acre,  or  from  three  to  seven  bales  of  400  pounds  to  each 
hand.  In  the  best  seasons,  upon  land  of  the  first  (jualiiy  and  with  good 
cultivation,  eight,  nine,  and  sometimes  ten  bales  of  upland  cotton,  to 
the  hand,  have  been  produced.  The  hands  (employed  in  the  cultiva- 
tion of  cotton,  and  the  product  of  whose  labor  is  thus  estimated,  are 
estimated  as  if  n(»t  engaged  in  the  cultivation  of  rorn,  potatoes,  and 
other  products,  &c.,  for  th(;  sujiport  of  tlir  |»lantation. 

The  regions  in  the  United  Slates  adapted  to  the  |)rofitable  raising 
o^  sea -island  cotton  are  not  so  extensive  as  those  in  which  the  short  staple 
can  be  advantageously  cultivated,  and  the  crop  of  sea-island  has  con- 
s(!(juently  not  increased  in  the  same  proportion  as  tin;  sIkhI  staple.  And 
\\\v  demand  for  sea-island  is  not  so  great,  as  it  is  chielly  used  for  the 
manufacture?  of  lae-es,  fine  cottua  threads,  and  cotton  cambri(;s  of  the 
most  delicate  texture,  it  is  now  also  used  with  silk  in  the  manufacture 
of  several  articles  passed  oft'  as  silk  goods.  No  coiuilry  has  j)roduced 
any  cotton  etjual  in  finenc^ss,  length,  and  strength  of  fibre,  and  of  such 
whiteness,  as  the  sea-island  of  South  Carolina,  Georgia,  and  Florida. 
This  superiority  is  doubtless,  in  a  degree,  owing  to  the  peculiar  "d.ip- 
tation  of  the  climate  and  soil  of  parts  of  those  States  ;,u  me  lavorablc 
production  of  that  kind  of  cotton;  but  it  is  also  attributable  to  the  great 
attention  given  to  its  cultivation  by  intelligenit  and  olserving  planters, 
availing  themsc.'lves  of  the  aid  of  chemical  and  ?,gricultural  science — 
making  experiments  lion)  yi  i  r  tu  year  l()r  im])r)ving  the  pro'  ..  ';3  ol 
cultivation,  and  for  increasing  the  excellence  a  .  well  as  the  (juanlity 
of  the  product;  and  who  profit  by  the  pract'cal  experience  of  their 
antecessors  of  more  than  h'  i"  a  eontmy. 

'J'Ik!  treasury  accounts  exhil;  it  tl:e  pr;)grcss  of  the  "sea-island"  cotton 
crop  of  this  country  from  180;3  to  1852,  inclusive,  'idler  tlLr-  mcy  do 
the  j»rogress  ol"  the  crop  of  "upiind"  cotton,  for  the  reason  tluu  the  ♦'(>'■ 
mcr  has  been  mostly  exported,  wlulst  a  large  poilion  of  the  latter  has 


probable  still 


""lowland," 
ied  "  Miiiiis." 
}()  sometimes 

of  the  bitter 
mount.  Very 
ipwjinls  of  a 
et  with  great 
n;  the  "s«h'" 
n  its  seed,  in- 
s  usually  put 
ilst  the  short 
;,'e£ierally  450 
uual  yield  of 
uunl  cotton  to 
to  one  nnd  a 
on  hand  ein- 
ids  of  cleaned 
(unds  to  each 
nid  with  <food 
ml  cotton,  to 
I  the  (udtivn- 
stiniated,  are 
potatoes,  and 

itabh?  raising 
10  short  staple 
and  has  con- 
I  staple.    And 

used  for  the 
mbrics  of  the 
•  manufacture 
has  j)roduced 
!,  and  of  such 
,  and  Florida, 
eculiar  "d.tp- 
tne  favorable 
e  to  the  great 
zing  planters, 
ral  scicnci' — 
3  pro'    ,.  'IS  of 

i!ic  (juantity 
ience  of  theii 

sland  "  cotton 
th;n;  iiicy  do 
n  thai,  the  <o'- 
Lbu  latter  has 


COLONIAL  AND   LAKE    TRADE.  72.0 

always  been  consimied  in  the  United  States.  Prior  to  1805,  no  dis- 
tinction was  made  in  the  treasury  reports  between  the  "  sea-island" 
and  "  other  cotton,"  styled,  in  v  treasury  report  of  183G,  •'  common 
cottony 

The  treasury  account  show  that,  during  the  years  1790-91,  and 
'92,  about  733,044  pounds  of  cotton  of  all  kinds,  foreign  and  domestic, 
valued  at  $137,737,  were  exported  from  the  United  States.  There  had 
been  imported  into  the  United  States  previously,  and  during  that  period, 
foreign  cotton  to  a  considerable  amount.  The  impfyrtations  within  the 
years  named  were  about  889,111  pounds,  which,  valued  at  the  same 
price  as  that  cxiiortid,  amounted  to  .^202,014.  The  importations  of 
foreign  raw  cotton  during  those  three  years  exceed  the  cxportalions 
156,067  pounds ;  and,  consequently,  either  the  whole  of  the  domestic 
crops,  and  likewise  that  much  of  the  foreign  (and  imported)  raw  cotton, 
was  then  consumed  in  the  United  States ;  or  a  portion  of  the  domestic 
crops  was  exported,  and  a  greater  amount  than  is  ahove  stated  of  the 
f()reign  raw  cotton  was  consumed  in  the  United  States.  The  quantity 
of  foreign  raw  cotton  consumed  in  the  United  States  in  these  three 
years  is,  however,  estimated  in  a  treasury  report  of  1801  at  270,720 
pounds,  which  w^ould  make  the  exportation  of  domestic  cotton  in  tljose 
years  114,653  pounds.  It  is  known  that  some,  though  limited  quanti- 
lies  of  domestic  raw  cotton  were  sent  to  Great  Britain  in  the  years  spe- 
cified ;  hut  the  correct  accounts  thereof  cannot  now  be  obtained,  and 
therefore,  with  this  explanation,  it  has  been  deemed  proper  to  state  all 
the  cxpurtations  for  those  years  ns  foreign  cotton,  as  in  fact  most  of  them 
were. 

The  only  accounts  of  the  entire  annual  crops  of  the  United  States 
that  can  be  obtained  are  unoHicial,  except  the  decennial  census  state- 
ments. The  ^^ commercial ''^  accounts  are  usually  stated  as  fiom  tlic  first 
of  September  of  each  year,  to  the  31st  of  August  f()liowing ;  it  being 
presumed  that,  by  the  day  last  mentioned,  the  entire  crop  of  the  pr<yciaus 
year  will  h;ive  been  received  in  the  home  market;  and  the  amount  of 
such  receipts,  consequently,  afUirds  tolerably  correct  data,  for  estimating 
the  '^entire  crop"  of  that  year.  The  official  or  treasury  accounts,  end- 
ing each  year  on  the  30th  day  of  June,  (the  last  day  of  the  fiscal  year 
of  the  federal  government,)  and  before  the  entire  crop  of  the  previous 
year  has  been  received  in  market,  the  crops  of  the  two  prccecling  sea- 
r.ons  are  often  confounded.  Nevertheless,  by  coirparison  ^f  the  dif- 
ferent accoi:nts  with  each  other,  estimates  may  be  made  (  f  the  crop  of 
each  season,  clor'ely  approximating  to  general  correctness. 

The  exports  of  *"  sea-island"  cotton  fi*oni  tlic  United  States,  within 
certain  periods,  have  c°en  as  follows : 

In  1805,  '6,  and  '7 23,809,752  pounds. 

In  180S  (embargo) 949,051  " 

In  1809,  '10,  and  Ml 25,297,867  " 

In  1812,  '13,  and  '14  (war) 11,022,993  ' 

In  1815.... 8,449,951  ' 

In  1821,  '22,  and  '23 34,731,389  " 

In  1849,  '50,  and  '51 27,505,378  " 

In  1852 11,738,075  " 


726 


ANDREWS*    REPORT   ON 


U' 


■i 


The  aiinuul  exports  of  '•  sea-island"  cotton  for  the  last  nineteen  years, 
excepting  the  yi-ars  1845,  '40,  *49,  and  '52,  were  less  in  quantity  than 
the  exports  of  the  same,  kind  in  1805.  The  fluctuations  in  the  prices 
of  "  sea-island"  cotton  have  not  been  so  great  as  in  those  of  "  other 
cotton."  The  "  embargo,"  laid  December  22,  1807,  and  which  con- 
tinued in  force  till  March  1,  1809,  afll-cted  the  crops  of  1808  and  1809, 
as  to  c|uantity  produced,  and  prices ;  and  the  war  with  Great  Britain 
(declared  in  June,  1812,  peace  being  fully  restored  in  January,  1815,) 
injuriously  aflected  the  production  and  prices  ot"  all  cotton  for  the 
years  1812,  '13,  and  '14.  The  annual  consumption  in  the  United 
States  of  raw  "  sea-island"  cotton,  it  is  esiimatecl,  is  not  now  more 
than  one-hundredth  of  the  amount  exported,  Ix'iiig  in  1852  estimated  to 
be  about  100,000  pounds.  Though  the  treasury  accounts  from  1805  to 
1820  distinguish  in  the  tables  of  erports  between  domestic  and  foreign 
cotton  exported,  and  the  (luantities  and  values  of  the  diflierejit  kinds  of 
cotton,  and  that  exported  m  foreign  and  that  in  domestic  vessels ;  since 
1820  to  separate  values  of  "  sea-island"  and  of  "  other  c<nton"  are  not 
stated  in  tin;  published  reports.  It  appears  that  l()r  many  years  Great 
Britain  has  generally  received  nearly  lour-fifihs,  and  France  about  one- 
fifth,  in  «|uantJty,  of  the  "  sea-island"  cotton  exported. 

It  has  been  staled  that  a  proc<;ss  of  dividing,  or  splitting,  the  coarser 
"  upland"  cotton,  and  of  substituting  the  divided  Whxc  l()r  the  fine 
"  sea-island,"  in  the  m.uuifaetnrc  of  the  liner  muslins,  has  recently 
been  discovered  in  Europe ;  and  which,  it  has  been  conjectured  ly 
some,  may  cause  a  diminution  of  the  value  of  "  s(!a-island"  cotton. 
Th('  account  is  not  fully  credited;  but  if  the  Diet  be  as  stated,  it  is  con- 
sidered that  the  expense  and  labor  of  dividing  the  coarser  cotton  must 
exceed  the  additional  cost  of  the  production  and  preparation  of  the 
•'.sm-/y«H^/"  l()r  market,  to  that  of  the  "?//>/««</;"  and  more  than  the 
ordinary  difliirence  between  the  prices  of  the  dilli-rent  kinds.  And  it  is 
also  believed  that  articles  manufactured  from  cotton  naturally  tine, 
must  excel  in  apjM'arance,  strength,  and  durability,  any  made  from 
cotton  tlu;  fineness  of  which  is  produced  by  artificial  means,  liki  those 
intiujated;  and  that  for  a  long  time  to  come,  markers  etiually  as  certain 
and  as  profitable  as  now  exist  for  all  the  "sea-island"  cotton  that  can  be 
raised  m  the  United  States,  (as  before  observed,  necessarily  limited  in 
quantity,)  may  ije  certainly  depended  upon. 

A  comparison  of  the  ejj)ortations  of  "  sea-island"  cotton  with  those  of 
"  all  other"  domestic  raw  cotton  will  show  that,  whilst  in  1805,  '6,  and 
'7  the  former  amounted  to  23,809,752  pounds,  the  quantity  of  the  lat- 
ter exported  during  the  same  period  was  114,182,250  jmuruls ;  the 
propcjrtioii  of  "  sea-island"  to  "all  other"  being  less  than  a  fourth, 
and  to  tlie  entire  exportation  less  tlian  a  fifth  in  quantity.  In  1821, 
'22,  and  '23  the  proportion  of  " am-iVanti  "  to  the  entire  exportation 
was  less  than  a  twelfth  in  quantity ;  and  in  1849,  '50,  and  '51  that  pro- 
portion was  less  thnn  a  ninetieth  !  In  the  year  1852,  the  "  sea-island" 
ex[)orted  was  11,738,075  |)ounds,  and  the  projxvtion  to  the  entire  ex- 
portation of  1,093,230,039  pounds  was  less  than  o7ie  ninctij-third. 

The  "  upland"  cotton  crop  of  the  United  States  has  increased  since 
1790,  with  a  rapidity  unexampled,  in  history,  by  any  product  of 
agriculture,  in  any  ccnintry.     Its  augmentation  in  respect  of  quantity,  as 


COLONIAL  AND   LAKE   TRADE. 


727 


nineteen  years, 
quantity  than 
in  the  prices 
ose  of  "  other 
id  which  con- 
SOS  and  1809, 
Great  Britain 
inuary,  1815,) 
cotton  for  tlio 
in  the  United 
lot  now  more 

2  estimated  to 

3  fiom  1805  to 
ic  and  foreign 
li^'rcnt  kinds  of 
vessels ;  since 
otton"  arc  not 
y  years  Great 
ice  abnut  one- 

ig,  the  coarser 
;;  l<)r  the  fme 
has  recently 
Dnjectured  l-y 
dand"  cotton. 
Ucd,  it  is  con- 
r  cotton  must 
aration  of  the 
more  than  the 
ids.  And  it  is 
laturally  fine, 
y  made  from 
!uis,  liki  those 
iiliy  as  certain 
ton  that  can  be 
rily  Umited  in 

n  with  those  of 
1  1805.  'G,  and 
Lity  of  tlu!  hit- 
pounds  ;  tfie 
han  a  fourth, 
ity.  In  1821, 
re  exportation 
I  '51  thut  pro- 
!  "sea-ishuid" 
tfie  entire  ex- 
tij-third. 
icreasod  since 
ly  product  of 
of  quantity,  as 


I 


well  for  home  manufacture  and  consumption  'is  for  home  manufacture  fi)r 
exportation,  and  as  an  article  n\' foreign  commerce  in  its  "n/io"  state,, 
and  '  kewise  the  increase  of  its  importance  and  value  as  an  article 
of  commerce  aflcr  its  manufacture  \n  foreign  countries,  are  also  unj);ual- 
leled.  The  consefjuence  it  has  attained  as  an  article  of  netM-s.^ity,  in 
afl(irdin<i  the  means  of  employment  to  tin;  manufijcturing  classes  of 
Kurope  (and  especially  Great  Britain)  and  of  this  country,  is  also 
without  precedent. 

The  exportations  of  <lomcstic  vplavd  cotton  anterior  to  1805,  sepa- 
rately from  "sea-island,"  cannot  be  given  f()r  the  reasons  before  staled. 

The  exportation  of  "  sea-island"  in  certain  periods  is  stated  above. 
The  CT/wr/s  of  "  other  <-ott()n,"  or  "upland,"  and  likewise  the  "total 
exports"  of  all  domestic  raw  cotlofi,  in  the  same  periods,  were  as  fol- 
lows : 

Exinnts  (fraw  cotton  from  the  United  States. 


Years. 

Domcitic  "upland" 
cotton. 

Total  domentic  cotton;  ODicial  valuation, 
of  all  kinds. 

In  1805,  '6,  and  '7 

Pounds. 

114,1H2,2.".6 

9.(;'^1,;J94 

l!tl,0|2.0H(; 

54.703,407 

74.548,796 

40^^,,')60,,^^<l 

2,.'i«0,7l5,.')M4 

1,081,492.564 

1 
t'nnnds. 

137,992,011                  $.32, 004,0(16 

10.630,445                      2,220,984 

206,309,9.53                    33,274,408 

65,726,400                      8,087.628 

tt2,»98,747                    17,529,244 

443.291,770                    64,6.38.062 

2,.5H9,220,962                  2.')0, 696,900 

1,093,230,639                   87,965,732 

Ill  1808 - 

Ill  1809,  MO,  mill  '11 

In  1HI2,  '13,  ami  '14 

In  1^15 

In  1821,  '22,  and  '23 

In  1849,  '50,  iind  '51 

Ju  ia52 

The  official  returns  show  that  the  increase  of  tlie  Jiggregate  of  the 
exportations  of  all  kinds  of  domestic  raw  cotton,  since  it  has  become 
a  prominent  nrticle  of  foreign  commerce,  (except  whilst  the  embargo 
of  1808,  and  the  war  of  1812,  1813,  and  1814,  affected  our  foreign 
trade,  or  when  adventitious  and  uiitiivorable  circumstances  shortenc^d 
the  crop,)  has  been  unchecked  and  regular.  That  increase,  since  1805, 
has  been  upwards  of  tucntycighi-fold  in  (juantity,  and  more  than  nine 
hundred  mr  crnfwn  in  value,  and  the  steadiness  of  the  augmentation  will 
he  manilest  by  taking  the  aguiegateof  each  successive  ^Arce  years  after 
1804,  down  to  and  inc'uding  1852,  omitting  only  the  years  when  all 
the  commerce  of  the  United  States  was  shackled  and  reduced,  as  above 
noticed. 


I'^i 


798 


ANDREWS'   REPORT   ON 


The  importations  of  foreign  raw  cotton  inlo,  nnd  the  cxjxjrtulions  of 
foreign  raw  cotton  out  of,  tliu  llictrd  Slutrs,  ('l/o  diflcronco  hv'iufi^  con- 
nurrnd  in  the  United  States)  an;  L  f  d  ooIcav  for  certain  years,  as  taken 
from  the  treasury  returns: 


Yean. 

IinporU  of  Coioigu  raw 
cotton. 

Exports  uC  foreign  raw 
<-utton. 

Diflbronce. 

Poiinda. 

Dollars. 

Pounda. 

Dollars. 

Pounds. 

Dollars. 

In  180:),  '6,  and  '7 

In  JH'JJ,  VJ,  nnd  U'J . . . . 
In  1H4'>,  '50,  nnd  '51..., 
In  ISbli 

7,H81,4I5 

.5H4,ia7 
^44,548 

1,H3!..W 
a3!),(l'A) 

ai),(;'.'!.' 

1^,5:21 

«,494,4.3!» 

l,0<)3,3(iU 

1H4,0;J4 

L.ioc.jno 
a(i:i,:w7 

11,340 

l,3Hfi,97fi 
lti;),'J«"J 
4ll(),l)<)3 
i244.54d 

3t>4,719 
25,732 
lH,6rti 
l'i.5i)l 

•••#•••••• 

The  quantities  nnd  values  for  every  year  hav(>  not  all  \)ovi\  found  in 
the  treasury  returns;  hut  the  one  may  generally  he  estimated  liom  the 
other,  and  from  tiie  prices  of  domestic  cotton  the  same  year.  It  ap- 
jM'ars  that  the  prict;  of  some  fl)reign  cotton  was  fiirrnerly  very  high;  hut 
the  averagi'  of  medium  "  j/y^/<///<i"  domestic  cotton  is  now  loo  great  f()r 
lheyw;r/^n  cotton  imported.  As  beli)re  ol)serve(l,  the  eiitin:  j-xporls  of 
1790,  'Ul,  and  '92,  an;  st't  down  as  foreigrj  raw  cotton;  insomuch  as 
they  were  less  than  the  imporLs  of  .same  cotton  in  same  years.  The 
total  amount  of  the  crops  of  the  United  States  in  those  three  y<'ars  has 
been  vaiiously  estimated;  hut  tlie  accounts  of  the  imporix  wud  rrporls 
of  foreign  raw  cotton,  (before  stated  willi  explanations.)  show  that  the 
cotton  then  produced  in  the  United  States  was  not  fujficicnt  for  tin:  do- 
mestic consumption  in  those  yairs! 

Our  iin|)(»rlati(»ns  have;  swelled  in  the  aggregate  from  about 
»388,(»(7(!,(J00,  in  IHO-O,  'd,  and  7,  to  S!.'342,220,(kS9,  in  ISK),  '50,  and 
'51.  In  the  year  ending  Juni"  30, 1852,  they  amounted  to  Z'Z  l2,Gi3,282. 
In  considering  Uiis  increase,  it  should  be  recoUected  that  this  statement 
does  not  show  the  increased  consamjition  in  the  United  States,  of  tin- 
Ibreign  articles,  which  in  some  instances  is  greater  than  appears  by 
such  account. 

In  f()rmer  years  a  large  portion  of  these!  importJitions  was  destinetl 
for  exportation  from  the  United  States  to  fiueigu  countries,  and  was  tiot 
consumed  here.  We  received  llie  freiglits  upon  such  of  llii-m  as  were 
carried  in  our  ships,  in  or  out;  and  import  duties,  less  the  drawback  on 
exportation,  and  the  incidental  exptinsis  of  storage,  &c.  'JMiis  "ear- 
ryuig"  trade  has  decrea.sed  more  in  j)roportion  than  any  other.  TIk! 
following  account  of  such  aggregate  importations  and  exportations  of 
all  foreign  merchandise,  and  likewise  the  next  f()llowing  ac(;ount  as  to 
foreign  cotton  manvfacturcs  imported  and  ex[)()rted  in  diflerent  periods, 
will  illustrate  these  remarks.  'V\\v  diffircnce  is  tin;  true;  amount  of  such 
importation  consumed  in  the  United  States.  The  atx-ounts,  or  geiveral 
tables,  anrmally  published  by  tin;  treasury,  do  not  direct  attention  tt> 
past  changes  in  the  course  and  character  of  our  trade,  commerces  and 
navigation ;  and  therefore  its  true  decrease  or  increase,  anil  its  actual 


COLONIAL  AND   LAKE    TIIADE. 


720 


exjyortalioris  of 
•cnc(!  I)(!iiig  can- 
yciirs,  as  taken 


UifTermc*. 


Poundii. 


l,HH(i,97(i 

4lll),l)!).'( 
i,>4»,:)-lel 


Dollan. 


:)a4,719 

afijua 
iH.ena 
ia,5ai 


f  hccn  fi)iin(l  iti 
inalcd  liotn  the 
year,  it  ap- 
vcry  high;  hut 
w  too  great  lor 
iifirr.  exports  of 
i;  iiisoiijuL'h  as 
\r  years.  Thf 
tlirtie  years  has 
nrt.t  aiul  a^x^rts 
)  show  that  the 
'.fkiif  for  thr.  (lo- 

0  from     ahout 
ISU),  TjO,  Mtid 

L  this  statement 

1  Stales,  of  the 
ail  appears  by 

IS  was  destined 
■s,  and  was  not 
('  theui  as  were 
e  drawback  on 
:.  This  "ear- 
ly other.  The 
oxportafions  of 
:  account  as  to 
tlerent  periods, 
[imcnint  of  such 
Ills,  or  geiu-'ral 
'ct  attenlion  lt> 
commerce,  and 
,  and  its  actual 


rctrogrcstiioii  or  progress^  in  every  rcnpcct,  is  not  manifest  without  closo 
invt'stigation  of  several  diHercnl  tables. 

Th(!  value  of  importations  and  exportations  n['  /(irrlirn  .n  I'handisc, 
and  "difference,"  (being  I  he;  amount  conmmcd  in  the  UiiI.lJ  Blitcs,)  in 
ccrluin  periods,  were  as  follows: 


1790,  "91,  and  ^JS , 

1793,  '94,1111(1  '95 

179r.,  '97,  and  '9H 

1799,  IHUO,  and  '1 

IH02,  '3,  and  '4 

ISOri,  '6,  nnd  '7 , 

IHOH  (onibarffo) , 

1809,  '10,  and  '11 

\H\-2,  '13,  and  '14  (wur) 

IHi:,,  'Ul.and  '17 

IHJH,  'ID,  and  "ill 

\m\,  'a'J,  luid  '!.>3 , 

1H-J4,  'a:.,  and  ')H\ , 

1837,  'l'H,  and  ",'9 

1830,  '31,  and  '3a 

1H33,  '34,  and  '3.') 

183(1,  '37,  and  '38 

1839,  '40,  and  '41 

184a,  '43,  nnd  '44 

I84r.,  '4t;,aMd  '47 

1848,  '49,  and  'SO 

1851 

18.W 


$83,700,000 

I35,4r.(i.a(;8 
aa5,3(i7,a7o 
a8i,(iM5,4a7 

335,999,999 
3HH,510,300 
5(>,990,300 
l!l8,aiMI,3IH) 
lia, 01  III, 11(11) 
3.'>9,394,a74 
aH3,3a5,3()() 

aa3,4()(;,.'ioa 
a(ii,8(i3,.').'')9 
a4a,4H(i,4i9 

375,097,310 
.384, 535,. 3^'. 
4 14,  (i8(i,  (;.')(; 

3!l7, 179,838 

a73,:t.')0,93i 


.3f<5, 49 1,999 
4h(I.994.(>m5 
310,334,9.33 
313,613,383 


Difl«ronco,con- 
■uniodiiiU.  S. 


#3,804,395 
17,135,377 
80,300,000 

131, 39(1,  ■')98 
85,(;00,(i40 

173,105,813 
13,997,414 
(il.3ll,()ll> 
1I,4H8,|41 
43,079,975 

5(;.(;()o,4f!8 

71,1.33,313 
83,407,413 
(;i.().')0,031 
.5^,400,478 
G3, 0411. 114 1 
50,054,117 
51,1.53.918 
39,7.59,103 
34,7(14,011 
49,173,91^8 
31,098,393 
13,037,043 


$80,895,70.') 
118, .3.30, 991 
I.39,0(i7,370 
I. 50,. 388, 839 
140, 399,. 3.59 
315,404,187 
43,993,586 
130, 988,. 384 
100,511,8,59 
310,314,399 
a:.>«,734,.592 
1.53,274,190 
179,390,147 
180,839,788 
310,6.30,8.33 
330,895,344 
388,0.33,5.39 
.340.935.910 
343,. 59 1,819 
3.50, 7H7, 388 
431,831,097 
194,. 530, 0.39 
200,570.239 


The  "bullion  and  specie"  imported  and  exported,  are  included  in 
the  above.     It  corrects  some  errors  (though  trivial)  in  litrmer  tables. 

The  v;ilue  of  im|)ortalions  and  exportations  o[' J'oniirn  manufactures 
of  cotton  and  "ditU'reiiee,"  being  the  amount  mnsumcd  iix  the  United 
States  in  certain  periods,  was  as  tiiUows: 

Foreign  cotton  goods  imported  and  exported,  ^v. 


1B3I. 
1834, 
1837, 
18.30, 
1833, 
1836, 
1839, 
1842, 
1845, 
1848, 
1851. 
ltiS2. 


'22,  and  '33. 
'35,  and  '30. 
'28,  and  '39. 
'31,  and  '.33. 
'34,  and  '.3.5. 
'37,  and  '38. 
'40,  and  '41. 
'43,  and  '44. 
•46,  and  '47. 
'49,  and  '.50. 


$36 
29 
38 
34 
.33 
35 
33 
26 
43 
54 
22 
19 


,391 
,7.53 
,074 
,3.52 
,173 
,630 
,169 
,178 
,.586 
,385 
,164 
,689 


,495 
,307 
,440 
,203 
,215 
,3.58 
,701 
,789 
,783 
149 
,443 
,490 


$5,803 
7,113 
5,640 
7,540 
9,009 
6,<il)3 
3,387 
1,5.50 
1.601 
2.214 
677 
991 


,1.32 
,.532 
,493 
,409 
,209 
,000 
,810 
,1.50 
,891 
,.361 
,940 
,784 


*20,.528,363 
23,640,785 
23,027,947 
20,811,794 
34,104,006 
29,033,658 
29.881,891 
24,628,633 
40,924,891 
52,070,788 
21,486,502 
18,697,713 


1    l! 


[^ 


il 


730 


ANDREWS*   REPORT   ON 


A  reference  to  the  more  detailed  statement  appended  will  show  that, 
for  some  years  past,  most  of  the  above  specified  importations  have 
been  of  the  finer  kinds  of  manufactures,  made  chiefly  from  the  "sea- 
island"  cotton,  or  the  best  qualities  of"  upland."  Our  domestic  manu- 
factures, though  improved  greatly  as  to  quantity,  have  hitherto  been 
mostly  of  the  medium,  or  of  the  coarser  or  lower-priced  goods,  made 
from  ordinary  '•  upland  "  cotton,  manufactured  with  less  labor,  and  more 
cheaply  than  the  finer  goods.  A  reference  to  the  following  compiled 
account,  and  to  the  more  detailed  table  appended,  of  our  domestic  cot- 
ton manufactures,  exifortcd  since  1826,  will  verify  this  statement,  as  to 
the  quality  thereof.  A  comparison  of  these  statements  with  those  of 
our  exportations  of  rmo  cotton  will  show  that,  whilst  our  exports  from 
cotton  have,  since  1821,  increased  nine-fold,  the  importations  of  cur 
foreign  cotton  manufactures  have  but  a  little  more  than  doubled. 
Our  rxportations  of  domestic  cotton  manufactures  have  nearly  de- 
stroyed the  exportations  of  foreign  cotton  manufactures,  and  taken  the 
place  of  them. 

The  treasury  returns  of  exports  show  to  what  countries  the  foreign 
cotton  manufactures,  and  also  to  what  countries  the  domestic  cotton 
manufactures,  were  sent  from  the  United  Stntes  ;  and  an  investigation 
as  to  the  facts,  in  this  respect,  would  be  interesting  and  useful  to  the 
merchants  and  statesmen  of  this  country  :  but  the  limits  to  which  this 
paper  is  restricted  precludes,  at  this  time,  anything  on  this  subject  but 
the  susro-estion  nf)w  made. 

Exportatiom  of  domestic  cotton  manufactures  in  certain  years  and  jyciiods. 


Years. 


In  1826 

In  18:27,  '~>8,  and  *d!» 
In  1830,  '31,  and  '3'] 
In  183.1,  '34,  and  'Xt 
In  lH3fi,  '37,  and  '.38 
In  1839,  '40,  and  '41 
In  1842,  '43,  and  '44 
In  1845,  '4G,  and  '47 
In  1848,  '49,  and  'm 

In  18J1 

In  1852 


Value. 


*1 
3 
3 

7 
8 
9 
9 
II 
15 
7 
7 


,1.38,125 
,429,103 
,674,070 
,477,193 
,845,962 
,647,186 
,093,110 
,95.'),  9.32 
,.385,758 
,241,205 
,672,151 


Though  the  quantity  of  ybrr/g'rt  "raw"  cotton  consumed  in  the  Uniled 
States  is  readily  ascertainable  by  deducting  the  exjiortations  of  such 
cotton  from  the  importations;  and  though  the  v.dueofthe  foreign  man- 
ufactures consumed  may  be  ascertained  by  a  similar  process,  and  a 
tolerably  correct  estimate  made  of  the  quantity  of  raw  cotton  (of  the 
United  States)  used  in  such  manufactures ;  yet  it  is  well  nigh  impossible 
to  ascertain  with  certainty  the  quantity  of  domestic  raw  cotton  consumed 
in  this  country. 

In  \.\ui first  place,  the  (juantity  consumed  in  "household"  or  "home 
made"  manufactures  of  many  different  kinds,  and  tiiat  which  is  con 


I  will  show  that, 
ipoitations  have 
'  from  the  "sea- 
domestic  manu- 
re hitherto  been 
;ed  goods,  made 
I  labor,  and  more 
[owing  compiled 
ur  domestic  cot- 
statement,  as  to 
;s  with  those  of 
)ur  exports  from 
ortations  of  cur 
3  than  doubled, 
ave  nearly  de- 
s,  and  taken  the 

;ries  the  foreign 
domestic  colton 
an  investigation 
tnd  useful  to  the 
ts  to  which  this 
this  subject  but 


'a7's  and  j)criods. 


Value. 

$1,138,125 

3,429,103 

3,674,070 

7,477,192 

8,845,963 

9.647,186 

9,093,110 

11,955,932 

15,385,758 

7,241,205 

7,679,151 

ed  in  the  UniivBd 
rtations  of  such 
he  foreign  man- 
•  process,  and  a 
Kv  cotton  (of  the 
nigh  impossible 
cotton  consumed 

aid"  or  "home 
t  which  is  con 


COLONIAL  AND   LAKE   TRADE.  731 

sumed  in  the  infinite  various  uses  to  which  it  is  applied  throughout 
the  country,  and  especially  in  the  States  where  it  is  grown,  has  to  be 
guessed,  without  very  certain  data.  So  also  the  quantity  destroyed  by 
fire,  or  otherwise,  in  its  transportation  to  the  southern  shipping  port,  or 
by  sea,  before  it  is  taken  into  the  account,  cannot  be  ascertained.  The 
rates  of  insurance  from  the  Gulf  to  the  Atlantic  ports  are  very  high, 
and  should  be  some  criteria  by  which  to  judge  of  the  extent  of  these 
losses. 

The  last  censi'-'"  returns  state  the  value  of  all  the  " /towie-ma<7e  "  manu- 
factures in  thf  lei  ^»<-  c  d  States  to  be  $27;544,679.  Of  these,  the  States  of 
North  Caro*""'^'"'  cd  r^.th  Carolina,  Georgia,  Florida,  Alabama,  Tennessee, 
Arkansas  f  ^?^  .''ippi»  Louisiana,  Texas,  and  Kentucky,  made  upwards 
^^..«J4,()35,0()0 ;  being  more  than  half,  though  the  aggregate  of  their 
^"h'lte  population  is  less  than  a  fourth  of  the  whole  white  population  of 
the  United  States.  In  those  States  cotton  is  a  principal  material  in 
such  manufactures ;  and  they  are  made  by  every  class,  and  used  by 
every  class  of  the  population.  It  is  not  considered  extravagant  to  allow 
for  the  raw  cotton  used  in  "  home-made"  or  "household  "  manufactures 
in  the  United  States,  including  that  applied  to  other  uses,  $7,500,000, 
equalling,  at  11.31  cents  per  pound,  66,372,000  pounds,  or  165,930 
bales  of  400  pounds  each. 

And  it  is  estimated  that  7,500  bales  of  400  lbs.  each,  or  3,000,000 
of  pounds,  are  annually  lost  or  destroj'ed,  and  not  put  into  the  account 
of  the  crop,  as  above  staled.     It  is  valued  at  $339,000. 

The  second  item  is  the  amount  furnished  the  domestic  manufactories 
of  cotton  in  the  United  States,  to  ascertain  which,  even  approximately, 
recourse  must  be  had  to  unofficial  statements  of  manufacturers,  and  to 
commercial  accounts,  that  cannot  be  otherwise  than  imperfect ;  and  to 
tlie  more  authentic,  but  still  somewhat  uncertain  accounts,  taken  from 
the  last  census  returns.  The  ccns  s  returns  of  1849-50  of  the  cotton 
manufactories  in  tlic  United  States  give  the  following  statement : 

Number  of  manufactories  in  the  United  States 1,094 

Amount  of  capital  invested $74,501,031 

Bales  of  cotton  us-^d — (at  400  lbs.  each,  equal  to  256,496,- 

000 :  at  450  lbs.  each,  equal  to  288,558,000) 641,240 

Tons  of  coal  used 121,099 

Value  of  all  raw  material  used $34,835,056 

Number  of  hands   employed — (males,  33,150 ;  females, 

59,136) 92,286 

Entire    wages    per    month — (males,  $653,778 ;    females, 

$703,414) $1,357,192 

Value  of  entire  products $61,869,184 

The  quantity  of  cottoi.  used  is  stated  in  bales.  A  bale  is  estimated 
in  another  part  of  the  census  accounts  to  weigh  400  lbs.  It  is  believed 
such  estimate,  as  to  the  cotton  furnished  our  manufacturing  cstablishmmts, 
is  underrated  at  least  12J  per  centum.  Most  of  the  cotton  used  in 
those  manufactories  is  "  upland,*^  the  bales  generally,  for  the  last  five 
years,  averaging  450  pounds.  That  the  other  census  accounts  relating 
to  the '-^  entire  crop,"  (including  ^* sea-island'^  and  "upland,")  though 


732 


ANDREWS'   REPORT  ON 


iJ- 


r    5 


'    s: 


!    '  mif     18 


Stated  in  pounds,  mention  the  bales  as  "  of  400  lbs.  each,"  does  not 
make  the  above  reduction  of  these  bales  to  pounds,  at  450  lbs.  to  each 
bale,  incorrect.  The  estimate  of  400  lbs.  is  carried  through  all  the 
statements  and  estimates  in  this  paper,  (except  in  the  above,)  to  enable 
ready  comparisons  to  be  made. 

The  "  products"  of  those  establishments  are  stated  to  have  been,  in 
]849-'50,  763,678,407  ynrds  of  sheeting,  and  27,860,340  lbs.  of  thread, 
yarn,  &c.,  and  13,260  bales  of  butting,  and  are  valued  at  $61,869,184. 
The  value  of  domestic  woollen  manufactures  is  stated  at  $43,207,555; 
that  of  domestic  iron  manufactures,  of  all  kinds,  at  $54^600, 000.  The 
value  of  1,177,924  barrels  of  ale,  beer,  &c.,  or  of  tl^s  wiL\33,955  gal- 
lons of  whiskey  and  "high  wines,"  or  of  6,500,500'" jCXpoi^  gf^rttw, 
manufactured,  is  not  stated.  The  annual  wages  of  the  hands  rrtipliK^f*^ 
in  cotton  manufactories,  it  will  be  seen  by  the  census  returns,  amount 
to  $16,286,304.  The  woollen  manufactories  employ  22,678  male,  and 
16,574  female  hands — in  all  39,252 — whose  annual  wages  amount  to 
$8,399,280.  The  iron  manufactories  employ  57,017  male,  and  277 
female  iiands — in  all  57,294 — whose  annual  wages  amount  to  $15,- 
000,000 ;  and  breweries  and  distilleries  employ  5,487  hands,  the  value 
of  whose  labor  if;  not  given  ! 

Deduct  from  t'ne  value  of  the  "  products  "  of  these  cotton  manufac- 
tories in  18 19-' 50,  stated  to  be  $61,869,184,  the  value  of  ili(>  erpoits 
of  domestic  cotton  manufactures  for  the  same  year,  $4,732,424,  and 
the  balance,  $57,134,760,  is  the  value  of  lh(>  domestic  cotton  manufac- 
tures, made  in  oin*  own  cotton-manufacturing  establishments,  niid  cou- 
svmcd  in  the;  United  States. 

The  value  (and  afterwards  the  quantity)  of  row  aitlon  for  these  re- 
spective portions  of  the  domestic  cotton  manufactures  of  the  United 
States,  may  be  ascertained  by  a  deduction  of  50  prr  cmfitm  oi'  {he  value 
of  the  manufactures,  f()r  the  cost  of  manufacture,  wastage,  profits.  Sec, 
and  calculating  the  (]uantity  corresponding  to  such  value,  at  the  j)ri(i: 
for  that  year,  of  lair  "  upland"  cotton.  'JMie  correctness  oi'  lliis  nindi' 
will  be  verified,  as  to  the  y(>ar  1849-'50,  by  reference  to  tlu^  items  ia 
the  census  account  of  the  manufiictures  of  cotton  above  given,  of  tiie 
value  of  raw  materials  used,  and  "bales  of  cotton"  used,  and  "value 
of  entire  [)ro(lucts,"  and  to  the  expenses  of  manutiicture,  as  set  fbitli 
in  that  statement. 

The  (juantity  of  domestic  raw  cotton  consumed  in  the  United  States, 
in  forrign  manufactures,  has  been  estimated  by  a  similar  calculation 
with  reference  to  the  "  difii'rence  "  between  the  importations  into,  and 
exportations  from,  the  United  States,  of  such  foreign  manufiictures  he- 
fore  given.  The  enhanced  value  of  the  foreign  cotton  manufactures  is 
stated  at  100  inr  centum  more  than  the  raw  cotton,  and  includes  freight, 
insurance,  duties,  and  all  other  expenses  ;  and  the  cheapt-r  labor  in 
foreign  countries,  and  the  h.igher  value  of  the  sea-island  cotton,  gen- 
erally used  in  such  manufactures,  and  profits,  &c.,  have  als(f  been 
considered. 

The  following  estimate  of  the  quantity  of  don.  ; -,  "raw  cotton" 
consumed  in  the  United  States,  in  domestic  and  in  f()reign  manufactures, 
and  in  "  household  "  or  "  home-made  "  articles,  &c.,  for  the  year  end- 
ing June  1st,  1850,  is  believed  to  bo  nearly  correct. 


COLONIAL   AND   LAKK    TRADE. 


733 


each,"  does  not 
t  450  lbs.  to  each 
,  through  all  the 
above,)  to  enable 

1  to  have  been,  in 
340  lbs.  of  threat!, 
d  at  $61,869,184. 
1  at  $43,207,555; 
34-600,000.  The 
c5  wia33,955  gal- 
(/'•feQXPOis  of  ru>», 
)  hands  orti^yl^^f' 
s  returns,  amount 
22,678  male,  and 
wages  amount  to 
L7  male,  and  277 
>  amount  to  $15,- 
7  hands,  the  value 

'  cotton  manufar- 
ilue  of  the  exports 
,  $4,732,424,  and 
c  cotton  manufac- 
ishments,  and  con- 

(itlon  for  tliese  ro- 
res  oi'  the  United 
rntum  of  the  valui: 
tJigc,  profits,  &'c., 
alue,  at  thi-  prin; 
ncss  of  this  mfxl'' 

e  to  the  items  in 
»()ve  given,  of  the 
used,  and  "  value 

iwvv,  as  set  forth 

le  United  States, 
milar  calculation 
)rtations  into,  and 
manutiictures  he- 
n  manufactures  is 
\  includes  freight, 
cheaper  labor  in 
iland  cotton,  gen- 
have  also  been 

.  "  raw  cotton" 
gii   manufactures, 
lor  the  year  cnd- 


ConsumiUion  of  cotton  in  the  United  States  in  1849-'50. 

In  domestic  manufactures — deducting  value  of  those  exported  from 
value  of  entire  manufactures,  and  n.lso  50  per  cent,  for  cost  of  man- 
ufacture, profits,  &c.— about $29,000,000=256,638,000  lbs. 

In  foreign  manufactures,  /from  domes- 
tic cotton,) — deducting  from  imports, 
($20,108,719)  value  of  exports  of 
same,  ($427,107)=$19,681,612 ;  and 
50  per  cent,  for  cost  of  manufacture, 
duties,  profits,  &c.,  &c 9,840,800=  87,087,000   " 

In  " household,"  or  "'home-made"  man- 
ufactures      7,500,000=  66,372,000    " 


Total  consumption  of  raw  cotton  in 
the  United  States  in  1849-'50.  .$46,340,800=410,097,000    " 

The  total  consumption  in  cotton  manvfacturcs  same  time — foreign 
and  domestic — including  "  home-made,"  amounted  to  more  than 
$82,000,000,  upwards  of  thrccfourths  of  which  were  made  in  the 
United  States. 

Fractions  are  e(|ualized  in  this  estimate,  and  the  value  stated  vi  the 
olHcial  av(>rnge  valuation  of  all  cotton  for  that  year.  The  cotton,  of 
which  tlie  foreign  manufactures  consumed  in  the  United  States  are 
composed,  bring  mostly  "sea-island,"  its  value  should  perhaps  be  higher; 
but  in  such  case,  the  values  of  the;  other  cotton  ouGfht  to  be  reduced  in 
proportion  to  (juantity  and  price,  to  make  the  correct  average.  The 
values  of  "sea-island"  and  "upland"  should  be  kept  separate  in  the 
treasury  accounts. 

The  donit'stic  consumption,  of  course,  increases  each  successive  year, 
etjually  with  the  pi)pulait  •(  ,  and  the  discovery  from  time  to  time  of  new 
uses  to  which  cotton  may  be  applied  also  adds  to  the  consumption;  and 
a  full  croj)  increases  it. 

Similar  dilHcullies  exist  with  n^spect  to  the  ascertainment  of  the  quan- 
tity and  value  of  the  "  entire  crop^^  of  raw  cotton,  in  each  year.  Various 
means  of  cstiniaiui;^  the  entire  crop  are  adopted.  In  one  mode,  the 
first  item  is  ihc  ciuantily  and  value  of  ej-portatio»s  of  raw  cotton.  The 
(juantity  is  furnished  ([uite  correctly  t()r  this  item,  by  the  treasury  returns 
of  exports;  except  that  the  vahu;  is  not  always  accurately  given  in 
them.  The  value  slated  in  the  treasury  returns  of  exports  can,  liow- 
ev(>r,  generally  be  rectified,  if  erroneous,  by  reference  to  the  general 
"prices  current"  of  the  same  year,  to  be  l()und  in  commercial  news- 
pa|)ers.  The  price  stati'd  t()r  185] -'52  is  8.05  cents ;  and  it  is  conceived 
li'e  average  is  too  small  according  to  the  commtncial  accounts  of  this 
country,  and  of  <  jreat  Britain  and  France.  It  should  be  at  least  9  cents. 
Nevertheless,  in  this  paper  the  treasury  price  is  adhered  to.  The  sec- 
ond item  is  the  (quantity  furnished  the  manufactories  of  domestic  cotton. 
To  ascertain  this,  even  approximately,  recourse  can  generally  only  be 
had  to  the  unotficial  stattsments  of  tlie  manufacturers,  and  to  commer- 
cial accounts,  which  cannot  be  otherwise  than  imperlecl.  The  third 
item  is  tlic  quimtily  used  in  what  are  generally  called  "  household"  or 


f 


1 


%  I 


i: 


734  Andrews'  report  on 

"  home-made"  manufactures,  before  adverted  to.  The  fourth  item  Is 
the  quantity  destroyed  by  fire  or  otherwise,  and  not  received  in  market, 
or  taken  in  the  above  accounts. 

Another  mode  of  estimating  the  ♦«  entire  crop"  is  by  estimating  the 
number  of  acres  of  land  in  cuUivation  ibr  cotton,  and  the  number  of 
agricultural  laborers  employed  in  cultivating  it;  the  increase  of  such 
arable  land,  and  of  the  labor  by  emigration  to  the  cotton  States, 
from  other  southern  States ;  and  the  general  yield  of  the  Innd  com- 
pared with  past  years ;  all  derived  from  intelligence  obtained  by  cor- 
respondence, or  the  public  prints,  and  information  generally  diffused 
as  to  the  effects  of  the  season  with  reference  to  a  full  or  a  short  crop, 
injuries  by  drought,  storms,  rains,  caterpillar,  &c.  Of  course  this  last 
mode  is  a  mere  estimate.  The  most  reliable  data  is  that  furnished  hy 
commercial  and  manufacturing  dealers  ;  though  it  has  been  observed 
that  very  often  the  estimates  as  to  forthcoming  crops,  by  purchasers, 
are  too  large,  whilst,  on  the  other  hand,  those  who  sell  an;  prone  to 
make  them  too  small. 

The  following  is  an  estimate  of  the  entire  crop  of  1849-50,  given 
as  an  example  of  the  first  mode  above  mentioned  of  estimating  sucii 
crop,  and  it  is  believed  to  be  nearly  correct.  The  year  1849-50  has 
been  selected,  because  the  entire  crop  of  that  year  is  stated  in  the 
"census  returns;"  between  which  and  the  estimate  now  given  a  com- 
parison can  be  made. 

Entire  crop  of  1849-'50. 

ExpoMations  of  domestic  raw  cotton. .  .635,382,000  lbs.  ==$71, 984,000 

Used  for   manufactories  in  the   United 

States 288,558,000  "   =  32,607,000 

*^  Homchold,^^  or  "■  /mmc-madc"  manufac- 
tures   (56,372,000  "   ::.     7,500,000 

Destroyed  by  fire  or  otherwise,  and  not 

received  in  market 3,000,000  "   =         339,000 

Entire  crop  of  the   United  States  in 

1849-'50 993,312,000  "   ::^  112,430,000 

Fr;ictions  are  equalized  in  tliis  statement,  and  the  values  estimated 
according  to  the  ircjisury  avcnige   valuation,  for  all  cotton,  that  year. 

A  table,  giving  an  estimate  of  the  entire  annual  crop  from  1790,  up 
to  and  inclii(hiig  liS52.  is  ann(!xed. 

The  statement  in  the  census  returns  of  the  production  of  cotton  in 
the  United  States  is  fi)r  the  year  ending  June  1,  1850.  Tlie  day 
specified  was  before  the  crop  of  the  seasan  of  1850  could  fiavc  been 
ascertained.  The  statement  is,  of  course,  of  the  crop  of  the  previous 
season  of  1849,  slated  in  the  treasury  returns  of  "fj-^/om, "&(;•,  tt)r 
the  year  ending  on  the  30th  of  .June,  1850.  Th';  treasury  accounts 
of  tlie  exports  of  raw  cotton  for  the  year  ending  June  30,  1849,  (the 
crop  of  the  season  of  1848,)  state  that  1,026,602,269  pounds  were 
exported^  being  more  than  the  entire  crop  stated  in  the  census  returns ; 
and  the  quantity  exported  in   185 1  (ol'  the  crop  of  the  season  of  1850) 


COLONIAL  AND   LAKE    TRADE. 


735 


rhe  fourth  item  is 
iceived  in  market, 

by  estimating  the 
nd  tiie  number  of 
!  increase  of  such 
le  cotton  States, 
of  the  land  corn- 
obtained  by  cor- 
^encrally  diffused 
ll  or  a  short  crop, 
)f"  course  this  last 
that  furnished  by 
las  been  observed 
•s,  b}'^  purchasers, 
sell  are  prone  to 

■  1849-'50,  given 
f  estimating  such 
ear  1849-'50  has 
is  stated  in  the 
low  given  a  com- 


bs. =S7 1,084,000 
=.   32,607,000 
^     7,500,000 
330,000 


=  112,430,(>00 

alues  estimated 
ottoii,  that  year, 
p  from  1700,  up 


tion  o(  cotton  in 
850.  The  day 
ould  have  been 
of  I  he  previous 
rports,^'  &e.,  tiir 
L'asury  accounts 
30,  1849,  (the 
0  pounds  were 
census  returns ; 
leason  of  1850) 


was  927,237,089  pounds.  The  crop  of  1849  was  a  very  sliort  crop. 
It  was  also  actually  less  than  the  crop  of  the  season  of  1839,  of  '42, 
of  '43,  of  '44,  or  of  '47 ;  though  its  value,  owing  to  the  high  prices 
received  for  it,  was  more  than  that  of  any  previous  crop.  The  exports 
of  the  crop  of  1848  were  391,220,665  pounds  more  than  those  of  the 
crop  of  1849;  and  yet  its  value  was  $5,587,649  less.  The  exports  of 
the  crop  of  the  season  of  1840  were,  as  above  stated,  927,237,089 
pounds,  and  they  were  valued  in  the  treasury  accounts  at  SI  12,315,317 ; 
whilst  the  exports  of  the  ciop  of  1851  were  1,093,230,639  pounds — 
being  165,903,560  pounds  ntorc  than  the  crop  of  1850 ;  and  by  the 
ti-easury  account  they  were  valued  at  $87,965,732,  or  $24,349,585  lest 
than  the  exports  of  1850. 

Besides  tne  census  returns  of  the  cotton  crop  of  the  season  of  1849, 
given  below,  a  statement  from  the  same  returns  is  given  of  the  area  of 
each  State  producing  cotton  for  sale ;  tiie  area  of  acres  of  improved 
lands  in  each ;  and  the  population  of  each  ;  which  may  be  useful  for 
reference  and  comparison. 


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ANDREWS     REPORT   ON 


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The  cotton  crop  of  the  United  SlJitrs  now  ji mounts  to  upwards  of 
sevcn-tontlis  of  all  the  cotton  produced  in  tlic  world.  Tlif  (juantity 
anininlly  exportrd  from  the  [Jnit<'(l  States  is  about  eight-tenths  of  the 
aumetjate  of  all  exported  liv  all  r;ountries. 

The  following  estimates,  (U)inpued  from  iIk'  best  authorities,  sustain 
these  statements : 

Cotton  crop  of  the  worldi  c/'185i,  and  cxi>urts  of  all  countries  in  18.52. 

United  States l,350,00(),f)()0  lbs.  .1,()93,230,()39  Ibs.c  xported. 

EyyP''  ^■''- 40,0()().0()()  "  2.5.()0(),()()()  " 

Enst   Indies 20(),()()tM)()0  "  16iM.>()(),()()()   "          " 

West  Indies 3,J()().00()   "  3,000,000" 

Demerara,nerbiee,iVc.  700,000   "  500,000   " 

Bahia,  Macelo,  &c...  14,000,000   "  11,000,000   " 

Maranham,  6.e 32,000,000   "  0,000,000   '■ 

Pernambueo,    Araeali, 

Cenra,    &e.  . ., 30,000,000"  25,000,000" 

Brazil,  C'liin;!,  and   all 

other  phices 2.50,000,000"  40,000,000" 

Total 1,899,800,000         1,306,7.30,039 


Th(>  iirst  column  ot  the  above  stat(.'S  all  that  is  estimated  to  be  con- 
sumed, in  the  countries  named,  in  "household"  marnitiictures  and  lor 
various  domestic  uses,  as  wdl  as  that  used  in  their  home  cotton  manu- 
factories, and  likewise  all  ex])orted  to  other  countries.  Fn  the  second 
coliMiin  is  estimated  the  e^port^  to  contiguous  toreign  countries  tor 
mimufacture,  as  w«ll  as  the  e\[)orts  to  Eur()j)e,  &c.  In  the  Eiist  Indies 
such  exijortatioiis,  to  contiguous  countri(>s,  is  not  leas  than  the  amount 
slated.  An  English  writer,  in  J^24,  {Smithei's  History  of  Liverpool, 
p.  116.)  says,  with  respect  to  China,  that  cotton  and  cotton  m;mutac- 
lures  are  "est'tnnted  to  (Mnploy,  directly  and  indirectly,  nearly  ninc- 
^rw///s  of  the  immensf^  populalion  of  that  country.  A  vim'v  i.u'ge  ])roj)()r- 
lion  ot"  what  is  ni;id(;  is  useil  l<)r  inleniid  consumption,  pnrticulariy  the 
vi'ry  iinest  and  most  costly  fabrics.  iNankcens  ami  chint/.es  l()rm  the 
pri!icip;d  arlicies  f)f  th(>ir  exportations." 

'J'his  es!imat(>,  it  is  believed,  o\(>rr;ites  the  number  of  pcM'sons  so  cm- 
j)loyetl.  One-tenth  of  the  3.50,000,000  there  ni;iy  be  so  emj)loyed,  but 
not  moi'e.  The  United  States  exported,  in  18.52,  upwards  of  S^2, 200, 000 
ot'domesllc  cotton  manuf'ictmcs  (coarse  whit(>  muslins)  to  ('l)iu;i.  We 
tbrmerly  procured  some  nimkeens  from  China;  but  our  imports  of  cot- 
ton goods  irom  thence  are  now  comjiarativel}'^  nothing.  The  above 
estimate  as  to  the  croj)  in  China  is  doubtless  too  smidi,  but  the  produc- 
tion there  is  decreasing. 

There  is  not  now  any  serious  cause;  li)r  apprehension  bv  ih'-  agricul- 
turnl,  eotnmcrcial,  or  manufacturing  interests  of  the  United  States,  of 
successful  competition  with  the  soutiieiii  States  of  tliis  conlJ'deracy,  by 
any  other  country,  in  the  jModuciion  ot"  cotton. 

From  the  day  our  independence  was  recognis(Hl  by  Great  Britain, 
till  within  a   ti.'W  years  uojil,  her  leading  siutesmen-  with  but  tew  ex- 
47 


738 


ANLRE^/«'    REPORT    ON 


(;eptiniis,  used  every  efl()rl  aiul  (levf)tccl  cveiy  Ihculty  and  power  to 
duniiiish  aiiil  prevent  all  iiecessity  lor  (lepeiideiiee,  in  any  degree,  by 
her  eiipitnli.stri,  (having  Uirge  and  inerc  asing  investments  in  nianufac- 
lurejj  iuid  eonHiieree,)  iqx/n  (t/nj  nf  ihc  jtroiiurtx  of  the  C/'ifnl  Stales.  The 
younger  Pitt — the  inost  <!nlight(uie.d  and  sngacious,  and  iherelbrc  the 
iriost  hhertil  .stiilesniiin  (in.'at  liriliiiii  has  had  iu  her  councils  within  a 
e(!ntury  j);i:-t,  did  not  aj)pr()V(;  sueh  [)olicy  towards  us ;  but  he  was 
overruled.  In  Jay's  treaty  of  1794,  as  (iriginally  ngrced  to  by  the 
negotiiitors,  it  was  iitlenipted,  by  diftereut  provisions,  to  n  strict  us  in 
the  exportMtion  1o  any  [)art  ol"  the  world,  even  in  our  own  vessels,  of" 
our  own  raw  cotton!  Our  negotiator,  it  seems,  did  not  apprtciate  the 
future  import ;utee  nnd  value  of  this  product  to  liis  own  eountr}',  which 
had  th(Mi  recently  embiuked  in  its  cultivation.  I>ritish  sagacity,  how- 
ever, not  oii'y  l()resiiw  it,  but  sought  to  stifle  the  enter[)rise  in  its  infancy. 
Tlies(!  provisions  were  of  course  <'xpungvd  from  the  treaty  by  the  United 
States  Senate,  l)(^f()re.  that  body  would  "advise  and  (.-(insent"  to  its  "rati- 
fication." If  the  liberal  and  wise  e(»uiis(  Is  oi"  Mr.  Pitt  had  been  adopted 
and  adiiered  to  by  (Jreat  Britain,  she  wouhl  have  advanced  in  wealth 
and  prosperity,  and  in  all  the  true  elements  of  strength,  and  j)ower, 
and  greatu'ss,  in  i  much  gre.,ier  degree  than  she  has  since  17^<'?  ;  and 
it  would  not  have  been  any  detriment  to  her  that  the  consummation  of 
the  certain  tlesln:y  of  this  country  would  thereby  have  been  accele- 
rated. VVi;  should  not,  as  in  ft)rmer  times,  l)ei()r(;  th(>  war  of  1812, 
have  had  our  eomiueree  injureil  by  open  s{)()liatioiis.  'Dial  war  would 
not  ha\e  occurred.  We  should  not  hav(^  h;id,  beliire  and  since  the  war, 
our  agricultural  and  commercial  interests  fluttered  and  eripph'd  by  her 
illiberal  restrictions  and  regulations  on  the  one  hand,  and  by  our  coun- 
tervailing legislation  (»n  the  other.  Until  within  a  It'W  years  past, 
(Jreat  Britain  has  not  relaxed  her  illiberal  and  selfish  policy  ;  and  the 
cotton  interests  (tfthe  United  States  have  seemed  to  be  especial  objects 
oilier  inieeasing  hostility.*  She  has  used  every  exertion,  jmuI  availed 
herself"  of  every  means  she  possessed,  to  create  comjietition  anil  ri\alrf 
to  the  southern  States  of  this  conl(;deracy  in  the  cultivation  of  cotton, 
and  to  relieve  herself  liom  any  depiMulence  u[)ou  those  States  ti)r  the 
UK'ans  of  employment  t()r  her  working  elassi  s,  iu  the  manutiieture  of 
cotton,  and  in  auxiliary  avoi'ati(Mis.  She  ex[)eriniented  in  its  e-ullivation, 
at  great  co.sl,  in  her  West  India  colonies,  with  the  advantage  of  slave 
labor,  until  she  abolished  th<<  institution  of"  domestic  servitude"  in  tliosi; 
colonies,  as  to  those  who  had  bet  ii  held  ;.s  "slaves."  She  then  tried 
"  appreutit;e"  labor,  with  still  more  unfavorable  success.  Shi^  trieil  the 
cul'ivatioii  o!  cotton  in  every  one  of"  her  numerous  possessions  in  the 
difJerent  (juarl(M's  of  th  >  gk)be,  where  the  climate  and  soil  allowed  any 
(expectation  of  ;i.  f-ivorab!(>  result.  She  encouraged  it.>  cultivation  ii 
difierent  coiintries,  not  politically  connected  with  her.  Kvery  kind  of 
labor  has  bi-eu  emj)loyed  in  these  experiments:  tree  labor  ;  J'ish,  Scotch, 
Anglo-Saxon,    and    Afr'can ;    colonists,  ap{)rcntices,  coolies,  Chinese, 


•  A  iiinniliir  of  the  Kiifjlirtli  Parliainint — ox-Lord-Cliaiiceilor  Hrou^lKiin,  who  was  coiisid- 
iTcil  f;()riiewhai  f■:lln()U.^--lrl  a  spooch  ri'siici'tiii'r  mw  cuttoii  iiiaiuit'ai.-tciries,  t-ooii  allur  tlio  war 
wiiiL'li  oiiilfil  m  \t*\^>,  biii<l  :  ■•  It  is  vvt.ll  wortli  wliilc  to  incur  a  io-w  iijicii  tlio  tir.--t  oxjiorla- 
tion,  it)  order,  hy  the  iilul,  to  xtijli ,  in  the  ivtidlf,  tliosc!  risiiiif  laauuliictiircs  in  the  Ifuilo  i 
StalfB  wtii'li  the  war  had/t-rctJ  into  ivvlKteuro,  contrary  to  tho  natural  courcie  of  tilings." 


COLONIAL    AND    LAKE    TRADE. 


739 


iind  power  to 
riy  degree,  by 
i;>'  ill  iiiiinufac- 
>,(/  Stoics.    The 
:l  therefore  the 
uncils  within  a 
s ;   Init  he   was 
rcrd  to  by  the 
)  r<  strict  us  in 
own  vessels,  of 
nppiTciiite  the 
eoUMtr}',  which 
s;i,<,meity,   how- 
ic  in  its  iii(;uicy. 
y  by  the  United 
"nt""  to  its  "rati- 
d  hvxm  cidopted 
meed  ill  wejilth 
:h,  and  ])owi;r, 
nee  178'5 ;  and 
)nsiiiuiuation  of 
ve  been  aeceie- 
i(>  war  of  1812, 
'hat  war  would 
I  since  the  war, 
crippled  by  her 
kI  by  our  couti- 
•w   years   past, 
)olicy  ;  and  the 
special  objects 
)ii,  iuid  availed 
itioii  and  rivals 
ition  ot   cotton, 
e  States  t()r  the 
manul'aetnre  ol 
1  its  t;ultivati()ii, 
iiilaire  of  slave 
vitude"  in  thosn 
She  then  tried 
She  trit'd  the 
)3sessions  in  the 
)il  allowed  any 
-   cidtivation    n 
Kvcry  kind  ol 
[■;  I'i.-h.  Scotch, 
)ohes,   Cliincsc, 


111,  who  was  I'oiisid- 
,  Kooii  alliT  tlie  wnr 
,11  tlio  (ir^l  exporta- 
. rill  res  ill  tlio  UiiilC'i 
our(<e  uf  tiling*"." 


convicts,  and  slaves  ;  Christians  and  Pagans,  civilized  iind  saviige.  Ot" 
her  efllnts  to  induce  its  cultivation  elsewliere  than  in  this  country,  wo 
had  no  right  to  eoniphiin.  But  of  her  illiberal  restrictions  and  wrongs 
done  to  us,  we  had  ;  and  ihey  engendered  tu)  \\\[U\  ill  leeling  lowards 
her  in  this  country.  Her  statesmen,  since  the  war  of  1812,  have  urged 
in  justification  of  her  course,  that  they  were  to  "counteract"  the  tn(,'as- 
ures  of  the  United  States,  at  diflerenl  times,  afli'cting  her  commerce 
and  manufactures  untiivorably.  The  condud  of  the  governrncMit  of  the 
Unit(Ml  States  has,  however,  from  the  outset,  nlwaj's  been  solely  delen- 
sive  and  countervailing.  We  havt;  not  been  in  any  instance  the  tirst 
to  adopt  illiberal  and  injurious  measures.  We  have  been  constrained 
in  past  times  to  enact  and  enforce  laws,  necessary  iu  pr()j)er  self- 
def(Mice,  against  her  illiberality,  nni  only  antecedent  to  the  war,  but 
since.  That  difii-rent  relations  were  created  by  measures  adopted 
under  the  administration  of  that  pro(()und  and  able  statesman,  Mr. 
Peel,  and  that  tln^y  now  exist  between  the  two  countries,  is  because 
Great  Britain  fidt  that  (>v(My  attempt  to  end)arrass,  or  iett(.>r,  or  re- 
strain, or  otherwis(;  injure  the  trade  and  commerce  of  this  country, 
wouhl  certainly  recoil  npon  herself.  The  futility  of  warring  against  the 
natural  laws  governing  trade  and  commerce,  and  against  advantages 
given  by  the  superior  adaptation  of  climate  and  soil,  and  experienced 
and  edet'tive  (becaust^  united)  labor  lf)r  the  production  of  an  iiiliele  like 
cotton,  and  the  folly  and  presum))tion  of  any  nation  striving  to  establish 
t()r  itself  an  exclusive  and  selfish  monopoly  or  control  of  all  things,  is 
fully  demonstrated  in  the  f()rmer  course  of  the  Uritish  jx'ople  tmvards 
us.  It  is,  perhaps,  best  f()r  her  that  her  ex[)erimcnts  in  making  cotton, 
to  "root  the  Yankees  out,"  have  so  signally  failed  ;  for  the  cotton  crop 
of  the  United  States  is  the  main  link  connecting  the  two  countries  com- 
mercially ;  and  if  it  is  broken,  the  entire  tradt;  betwe(/n  them  will  soon 
ijeconie  comparatively  valutdess  to  both.* 

And  the  efforts  to  induce  to  the  {»roduet  ion  of  cotton,  to  compete  w^ith 
the  UnitcHl  States,  have  not  been  confined  to  (Jreat  Britain.  France 
attempted  it  in  Algeria,  without  liivorable  suce<ss.  It  has  been  tried  by 
the  Turkish  Sultan,   ami  a  superint«Mident  and  intelligent  and  experi- 

*  Tlio  followinjT  lias  been  extriictod  from  an  nrtirli',  vprv  ubusivo  and  donnnciatory  of  tiiiu 
country,  and  its  institutions  and  |)eu|>lo  jjoiierally,  cniit;iiin'd  in  a  recent  luiinbcr  of  "  Black- 
wood's (IMinburjjlij  Mugaziiio.'"  'I'lic  jiurts  now  t/i//iri,v< (/  betray  tlie  fei'liiijrs  and  motives  of 
tlio  author  : 

"  In  the  year  17sit,  only  one  million  pounds  of  cotton  were  jrrown  in  the  United  Mutates  ; 
now,  the  produce  amounts  to  about  l,,)U(t, 000,000  of  pounds  !  Kow  jrrcat  a  stimulus  this  has 
proved  to  the  employment  of  sl.ive  lai)or,  by  which  it  is  raised,  ami  to  the  rapid  multiplica- 
tion of  the  slaves  the  usel'.es,  <'an  easily  be  imairined.  The  iiitlui'iice  of  the  potato  on  the 
social,  mora',  iiul  indimirial  character  of  the  Irisli  people,  has  Ion;;  been  recoi^'iiised  among  us. 
I>ut  the  history  of  the  cottoii-plani  shows  how  power*"  I  a  conirol  an  obs(  ore  plant  may  (exer- 
cise, not  only  over  tlie  so«  lal  character  of  a  pco|)le,  but  over  their  >rem'r;il  miitcrial  prosperity, 
their  fxh'rnul  jwlitiial  pouur,  and  their  relations  wilh  the  world  at  l:ir;»e.  Tiie  toltoii  shrub, 
which  seventy  years  »go  was  ifrowii  oiilv  in  jiarcbMis  as  a  curiosity,  yields  now  to  the  I'nited 
States  an  amount  of  exportable  |)roduce  which,  in  the  year  endinj:  \>,  ilh  .Inne,  IS.HI,  iniiountcd 
to  sovijiity-two  millions  of  dollars,  of  which  tVoiii  Ihirtv  to  forty  millions  were  clear  ])rolit  to 
the  country.  \V''  ii  its  increased  ;rrowt'i  has  spriiin;-  up  tliul  mitrimliii  iii7i»,  triiirk  note  vaves 
its  .stripes  and  sdov  orcr  every  itu  ;  and  that  foriig-n  niy.'io  iin  ic/uV/i  luis  pload  Hit  intirnal  peace 
— '.re  maij  saij  the  fiil'sislenre — nf  ritiltiruifi  in  fieri/  mioii'/iic/tin'Mc:  (•cini(;'i/  in  Europe,  trithin  the 
power  iif  (in  (iH;;ureltii  rf  ptitnttr^.  *  *  *  The  new  and  j.'-rowini.'' cominerce  soon  gave  birth, 
likewise,  in  tin- free  Slates  tin  inselves,  to  a  large  mo  ((iii/ii''.  i»,7ni/./(ii/t(riii,ff,  nii(/ 7Jici(('i;f(' jiur<i/, 
u'hom  nell-intercit  hiui  constantlv  inclined  to  sepporl  the  view»  an<l  poli''v  ol"  the  toutherr 
States.  ■■" 


41 


740 


ANDIIEWS      KKPORT    ON 


w 


'k 


I 


i'l 


enccd  slave  hihorcr.s  [)r{ic'iirc(l  from  ihc  State  o,  .'>oiuli  CaroliiiM,  but 
tlic  trhil  (lid  tidt  succeed  |>n»(il:i!)l3-.  It  Urn  h'ca  tiied  in  dillcreiil 
pliiees,  oil  liie  extensive  slioics  (jl  llie  Euxine,  ojeiK.d  to  llie  eornnieree 
of  Clnisiendcjui  by  llie  eiuuion  of  the  iillies  at  Navaiino,  in  1827;  it  baa 
been  tried  in  M<'xico,  in  Ctintnd  America,  in  the  dillerent  republics  of 
SoLitli  America,  and  in  die  eiiij'i:'-  of  Iba/il;  il  lias  been  tried  in  ditfl  r- 
enl  parts  of  the  Easl  Indies,  uni  in  Allien;  and  llie  fact  lia<  been  fully 
and  coiudnsively  tested  and  established,  that  llie  soils,  seaseiirf,  climate, 
and  labor,  of  no  t'ounlrv  can  successfully  eoni|)ele  with  those  of  that 
vast  region  ot'tliis  confederacy  which  has  bi>en  appropriately  slyleil  iIk; 
"Cotton  Zuxe,"  in  the  raisiny  ot'  this  product.  It  is  proper,  bow- 
ever,  to  slate  that  many  of  the  most  intelligent  eolton  planiers  of  that 
region  insist  tiint  lh"ir  now  geia^'ally  eonc(Mled  superiority  is  not  so 
much  attribuUible  lo  any  railieal  dilll'ience  of  Uic:  soil  or  dissiniilarity 
of  the  climate  in  that  region,  Irom  those  of  several  other  iM)untries  in 
like  latitudes,  as  il  is  to  tin;  advantages  afllirded  by  the  .iggregated  and 
combine^,  and  elieap,  and  reliable  labor  they  derive  from  llial  patri- 
archal system  oi'  domestic  servitude  existing  throughout  the  "  Cotton 
Zone,"  and  to  the  superior  intelligence,  and  greater  experience,  and 
skill,  and  energy,  of  the  American  |datiter;  and  to  the  improved  and 
constantly  iiDpiming  tti/xfcnis  ot'  cultivation  [lursued  by  ihem — the  most 
iifHuenl  attending  personally  to  his  own  crop. 

The  "(Jolloii  Zone"  extends  from  the  Atlantic  ocean  to  the  Ilio  del 
Norle,  and  iiielud''s  the  iSuites  oi'  South  Carolina,  Cieorgia,  Alabama, 
Mississippi,  Louisiana,  and  those  portions  of  the  Slates  ot'  jNorth  ('aro- 
lina,  Tennessee,  and  Arkansas,  that  lie  belitw  3')^  luirtli  latitude;  and 
all  of  the  Slate!  of  Florida  above  the  27tli  jiarallel  of  iiorlh  latitude; 
and  ;ill  of  the  Slate  of  Texas  between  the  Cult' of  Mexico  and  the  .'Jddi 
parallel  of  north  latitude.  The  region  deserib( d  is  an  area  ol  upwards 
of  i()ur  huiuhed  and  fifty  liiousand  s(|uare  miles;  but  largi^  portions  are 
mouiiiainous,  or  covered  with  wati'r,  ami  in  each  Stat(>  more  than  two- 
thirds,  from  vaiious  other  causes,  it  has  been  e^timaled,  is  not  adapted 
to  the  growing  of  cotton  advantageously. 

The  annexed  table  shows  the  estimated  cotton  eroj)  of  each  of  the 
States  nuntioned  that  produced  raw  eotloii  l()r  exportation  in  1S;VJ; 
the  number  oi'  agi  icultuial  laboitis  employed  in  the  eullivation  of 
eolton  in  each  Slate;  the  e.-^tinialed  (pianlity  in  each  Slate;  of  lands  now 
a()proj>iiated  to  the  growing  of  collon;  and  llu^  (piiuitily,  not  in  culti- 
vation m  collon,  but  that  wliich  may  Ix'  advaalageously  ajjplied  to  the 
growing  of  that  product,  when  a  tarther  supj)ly  is  iierdi d;  ilie  number 
of  agricultural  laborers  iiec<  ssary  to  till  sui.'h  lands;  and  the  probably 
attainable  product  ol"  such  laiul  and  labor. 


?1 
Mi 


,  ^4 


wmMH 


COLONIAL    ANI>    LAKi:    THADK. 


741 


CiiroliiiM,  1)111 
1(1  ill  (lilltioiil 

tllC   COtnilKM'CC 

ill  LS27;  il  li.is 
tit  n-niiblics  ot" 

I  triiMl  in  dilfl  r- 
li;is  been  liilly 

■iisi  urf,  cliiiiiilo, 

II  tliosr  of  tlinl 

ik'ly^'lyl*''!  tl"' 
s  j)i()|)(  r,  lit)\v- 
laiili-TS  of  thai 
ioriiy  is  not,  so 
or  ilis.similaiity 
ler  i-oimlnt'S  in 
i.U^n'Siitcd  aiitl 
Willi  thai  paU'i- 
iil  thi;  "Colloii 
'xpcrirncc,  and 
•  iiniiiovcil  and 
hem — lh(!  most 

I  to  the  Ilio  drl 
ir<^ia,  Alabama, 
ot'  jN'oith  ('aro- 
h  latiliidc;  and 
iioi'lh  latiliidc ; 
o  and  the  'M\\\ 
ca  (tt'  upwards 
ge  portions  air 
norc  than  two- 
is  not  adapted 

(if  (>ach  ol'  till' 
latioii  in  IS.'/J; 
(■iihivalion  ol" 
|{'  ol"  lands  now 
IV,  not  in  cnlti- 
,•  appliod  to  the 
I;  the  niiinhcr 
1(1  iho  probably 


EsdmiKc  of  ( ro[)  in  IHW,  tiiid  of  (roi>  Cotton.  Z(me  niuij  •produce 


t 


StutCH. 


Si. 

§ 


rt  -S 


O 


SO 
•  -  «r 

1-4 

3.  .. 

o  .- 


\  i 

Florida 1  80,(K)0i 

Toxiis 10(1,(1(1(1, 

Arkiiiisax U)0,(J(l(l 

Loiiisiiiria...  :2(IO,()()(i: 

TfiinoHsee  . .  ^iJldO 

Hoiitli  Ciirnli'  1,00(1 

Miuiiissippi. ,  »,00fll 

(icor({iii 1(1,000; 

Alalmnin .'.(», 000; 

Total" !  3,150,000 


'JO 

r.(i 

77 

!(;-2 

IK.') 
IH7 


,000 
,000 
,000' 
.00(1 
,000 

,r)Oo! 

,5001 
,000 
,500 


l(i0,000i  (;.(IOO,OOOi  750,("'!V 

^'•iO, 000  10. (too, (100  LS-W     -: 

tioo.ooo;  ;i, 00(1. 000,  .3*1  i,;.. 

400,000  M. 000,0001  '';'    u-S' 

■no. 000  •„>, (1(10,0001  'ji),(;."> 

(i-J0,O0(l,  :J0O.0(IO;  J5,iilK. 

l,;too,(i(io  (1, 000,0001  7.')0,in(i 

1.480,000  ;». 000,000!  :n5,(i(i() 

r,.5(IO,000  fi.OOO  0001  7.'iO.(lO(l 


.3.000,000 

.;  '1(11,000 

I      10,000 

I    MO, 00:1 

1/1)0,000 

(00,000 

:i, (100, 000 
i,.'ioo,ooo 

.•).0()0,000 


7H7,.'')00'  C,:iOO,000  3'J,200,00()i  4, 900,000:11), coo, 000 


*  Nurtli  Cnroliiia,  Virginiii,  iind  Kuiitucliy,  nro  not  incliuied,  iiH  tlioy  ciiltivnto  othor  pro- 
duutH  inoro  tlinii  cotton. 

In  ihe  above  csliiiiat*'  of  the  nundxir  of  liaiid.s  cnnployed  in  ihe  cul- 
livalioii  ol'  cotton,  il  will  i)i'  noticed  llial  nearly  iwo-lhirds  of  the  slave 
po|)ulalion  of  the  States  within  tlu;  "(-otton  Zone"  are  ex(;lu(led>  Some 
aie  engaged  in  the  eiiltivalion  of  .sugar-cane,  rice,  tobacco,  and  oilier 
producls;  others  procure  lumber,  or  .•^uperiiiliMid  mills,  or  ar(;  employed 
on  steaiiilioats;  some  are  mechanics,  some  domestic  servants;  and 
with  them  must  be  included  those  of  advanced  age,  or  infirm,  n  id  the 
women  and  children.  Many  of  these  iloublless  contribute  to  the  cotton 
crop,  when  living  on  planlalions,  but  more  labor  is  abstracted  from 
cotton  in  various  ways,  than  is  given  by  ihrm  to  it.  A  large  number 
of  slaves  living  in  villages,  towns,  and  cities,  perllirin  no  agricultural 
labor  whatever.  Il  should  also  be  slated,  thai  in  portions  of  some  of 
the  Stales,  upwards  of  fifteen  per  cent,  of  the  agricultural  liibor  in  cul- 
tivating cotton  is  perfiirmcd  by  white  citizens,  who  cultivate  their  small 
crops  themselves.  This  is  full  proof"  that  '■'■  hilior'''  is  not  "(k'graded" 
there. 

Tlu.'  hands  are  estimated  at  an  average  of  iinir  bales  f()r  each  hand, 
and  the  land  is  estimated  at  eight  acres  Uir  each  hand,  or  200  pounds 
for  each  acre.  A  reference  to  the  table,  {antr,  p.  730,)  showing  iIk^  en- 
tire area  in  acres  ot  Cach  of  the  Stales  within  the  "Cotton  Zone,"  and 
other  Stales,  and  the  area  of  all  the  "improved"  lands  in  each  ot"  said 
States,  and  the  population  of  each  free  Slate,  is  necessary  fi)r  c;oinpari- 
.son  with  the  above,  and  ih.'it  botli  may  be  consiilcred  uiiderslandingly. 

It  will  be  seen  that  the  "Cotton  Zone"  is,  when  the  necessity  occurs, 
capable  of'  sustaining  and  of  employing  in  the  cullivalioii  of  cotton,  in 
addition  to  the  slav(^s  now  there,  a  much  greater  nund)er  than  the  en- 
tire slave  population  of  the  States  of  Maryland,  Virginia,  Missouri, 
Kentucky,  and  North  Carolina,  or  the  probable  increase  for  a  long 
time. 


IMAGE  EVALUATION 
TEST  TARGET  (MT-S) 


1^. 


1.0    [Si^l 


I.I 


125 


1^  m 


■  2.2 


110 


2.0 


1.25  III  1.4   III  1.6 

^ 

6"     

^ 

Photographic 

Sciences 

Corporation 


33  WIST  MAIN  STRUT 

WHSTER.N.Y.  MSM 

(716)  (73-4503 


I  I' 


'  1 


!*    } 


742 


ANDKEWS'    REPORT    ON 


The  present  tree  colored  population  and  slave  population  of  those 
States,  and  of  those  in  the  "Cotton  Zone,"  is  estimated  as  follows: 


Maryland 

Virginia 

Missouri 

Kentucky 

North  Carolina . 


States. 


I  Free  colored, 


74,077 

53,829 

2,544 

!),736 

27,196 


Slaves. 


90,368 
472,528 

87,422 
210,981 

288,412 


Total. 


Florida 

Texas 

Arkansas 

Louisiana 

Tennessee 

South  Carolina. 

Mississippi 

Georgia 

Alabama 


167 


17 
6 

8 


382 
925 
331 

589 
,537 
,271 
,900 

899 
,880 
,272 


1,149,711 

39,309 

58,161 

46,982 

244,786 

239,461 

384,984 

309,898 

381,681 

342,892 


Total  uggrojrate I      207,986 


3,197,865 


These  live  first-named  States  are  the  sourees  from  which  the  "  Cot- 
ton Zone"  derives  additional  colored  agricultural  labor  by  emigration. 
If  the  demand  t()r  "  raw  cotton,"  or,  after  its  manufacture,  for  exportation, 
should  increa.se,  as  some  intelligent  persons  anticipate  will  ere  long  be 
the  (;ase,  upon  the  extension  of  our  commerce  to  the  Pacific,  to  China, 
the  East  Indies,  and  the  Asiatic  seas  generally,  and  to  our  southern 
sister  American  republics,  the  lighter  labor  recjuired  of  those  engaged  in 
cultivating  cotton,  and  its  constant  concomitant  "Indian  corn,"  in  com- 
parison with  that  necessary  in  the  growing  of  tobacco,  hemp,  rice,  and 
other  crops — tlie  decreased  cost  of  the  support  of  the  labor  employed  in 
cultivating  cotton  in  the  "Cotton  Zone,"  and  particularly  in  the  southern 

{)ortions — the  healthfuliiess  of  such  occupation — the  cheapness  of  the 
ands — the  equal,  if  not  greali-r,  certainty  of  the  croj) — the  certain  mar- 
ket it  always  finds,  and  the  greater  prolit  deriverl  from  its  cultivation — are 
causes  combining  to  induce  large  emigration  from  the  five  Slates  above 
mentioned,  within  the  next  il'w  years,  to  the  southern  portions  of  the 
"Cotton  Zone."  Though  the  cotton  crop  will  thereby  nec(,'ssarily  be 
greatly  augmented,  it  will  not  recede ;  t()r  the  labor  once  removed, 
and  the  lands  settled,  it  will  remain  upon  them,  and  the  crops  will  in- 
crease so  long  as  the  demand  justifies  such  increase.  In  process  of 
time  the  annual  product  of  cotton  in  the  United  States  can  be  aug- 
mented to  six  times  its  present  yield,  and  it  will  not  be  more  astonish- 
ing than  its  augmentation  since  1790.  And  on  this  point  it  should  be 
observed,  that  wiien  the  cidtivation  becomes  more  extended,  and  to  all 
sections  of  the  "  Cotton  Zone,"  covering  more  than  eight  degrees  of 
latitude,  and  more  than  eighteen  degrees  of  longitude,  the  pi-ob,'d)iUty  is 
lessened  of  any  untoward  season,  or  other  casualty,  affecting  the  ag- 
gregate crop  injuriously,  and  consequently  the  average  sup[)ly,  and  the 
prices,  will  bcicomc  more  regular  and  uniform. 


COLONIAL   AND   LAKE    TRADE. 


743 


mlnlion  of  those 
d  as  follows : 


lolored. 

Slaves. 

1,077 
^,829 
i,544 
),736 
7,196 

00,368 
472,528 

87,422 
210,981 

288,412 

7,382 

1,149,711 

925 

39,309 

331 

58,161 

589 

46,982 

7,537 

244,786 

6,271 

239,461 

8,900 

384,984 

899 

309,898 

2,880 

391,681 

2,272 

342,892 

7,986 

3,197,865 

which  the  "  Cot- 

r  by  eniigration. 

:e,  for  exportation, 

will  ere  long  be 

'acific,  to  Ciiina, 

to  our  southern 

those  engaged  in 

in  corn,"  in  coni- 

hemp,  rice,  and 

bor  employed  in 

y  in  the  southern 

heapness  of  the 

-llie  certain  mar- 

5  cultivation — are 

ive  Slates  abov(! 

portions  of  the 
y  nec(;ssarily  be 

once  removed, 
he  crops  will  in- 
In  process  of 
itcs  can  be  aug- 
e  more  astonish- 
oint  it  should  be 
ended,  mid  to  all 
eight  degrees  oi 
the  probability  is 
affecting  the  ag- 
'.  supply,  and  the 


The  following  table  of  all  the  exportations  from  the  United  States 
since  1789,  up  to  and  including  1852,  will  be  found  useful  in  estimating 
the  value  of  the  cotton  crop. 

Exportations  (specie,  &(».,  included)  from  the  United  States  since  179(J. 


Years. 


1790, 
1793, 
1796, 
1799, 
1802, 
1805, 
1808, 
1809, 
1812, 
1815, 
1818, 
1821, 
1824, 
1827, 
1830, 
1833, 
1836, 
1839, 
1842, 
1845, 
1848, 
1851. 
1852. 


'91,  and  '92 

'94,  and  '95 

'97,  and  '98 

1600,  and  '1 

'3,  and  '4 

'6,  and  '7 

(embargo) 

'in,  and  '11 

'13,  and  '14  (war). 

'16,  and  '17 

'19,  and  '20 

'22,  and  '23 

'25,  and  '26 

'28.  and  '29 

'31,  and  '32 

'34,  and  '35 

'37,  and  '38 

'40,  and  '4 J 

'43,  and  '44 

'46,  and  '47 

'49,  and  '.W , 


Total. 


^59 

107 

185, 

243, 

205, 

305,446,134 

00 


,970,295 
,125,277 
,441,400 
,753,227 
,982,267 


180 
73 
222, 
233, 
211, 
253, 
226, 
242, 
316, 
354, 
374, 
300 
386, 
451, 
218, 
209, 


430,960 
278,036 
310,674 
149,764 
115.323 
833,799 
117,367 
948,184 
337,034 
170,983 
.569,032 
966,165 
238,060 
783,744 
685,671 
388,011 
641,625 


Domestic. 


$57,166,000 
90,000,000 
99,141,400 
112,456,629 
120,381,627 
132,340,321 
9,433,-546 
119,066,420 
61,822,533 
179,069,799 
176,514,915 
140,701,487 
170,649,955 
165,291,-553 
183,876,5.56 
252,530,942 
298,514,915 
323,812,247 
270,478,958 
352,079; 133 
402,513,683 
196,689,718 
197,604,582 


Foreign. 


$2,804,295 
17,125,277 
86,300,000 

131,296,598 
85,600,640 

173,105,813 
12,997,414 
61,211,616 
11,488,141 
43,079,975 
56,600,408 
71,132,312 
82,467,412 
61,656,631 
58,460,478 
63,640,041 
.56,054,117 
51,153,918 
29,759; 102 
.34,704,611 
49,172,988 
21,698,293 
12,037,043 


From  the  foregoing  tables,  and  others  contained  in  this  paper,  or  an- 
nexed hereto,  it  appears  that  cotton  and  domestic  manufactures  now 
constitute  more  than  one-half  of  the  exports  of  the  United  States  of 
agricultural  products  and  domestic  manufactures  thereof.  They  con- 
stitute more  than  two-fifths  of  the  total  exportations  of  all  kinds,  in- 
cluding "  products  of  the  sea,"  "products  of  the  forest,"  as  well  as  the 
"products  of  agriculture  "  and  "manufactures,"  "bullion  and  .specie," 
&c.  TIk^  statements  from  the  treasury  bocks  show,  with  reference  to 
*^ exportation,^^  how  far  behind  cotton  every  other  agricultural  product 
is,  as  to  iis  increase,  beyond  the  necc;>sary  consumption  of  the  United 
States,  since  cotton  has  been  cultivated  for  the  foreign  market.  Gen- 
erally a  country  does  not  export  any  but  its  surplus  productions.  Vast 
as  the  increase  of  some  of  our  other  agricultural  products  besides  cot- 
ton has  been,  such  increase  has,  in  but  few  seasons,  exceeded  the  in- 
creased wants  of  our  population,  constantly  and  rapidly  augmenting 
by  emigration. 


U'i^  '  ■-  km 


ii 


il . 


!  .I» 


I  ■■ 


I'  I  li 


li 


744 


ANDREWS      REPORT   ON 


It  is  important,  in  connexion  with  the  tables  hereinbefore  given,  to 
notice  the  irnportntions  and  exportatioiis  ot"  bullion  and  specie.     The 


following  is  u  statement  thorcot  since  1821 : 


BuUion  ami  coin  hninrlcd  and  crportrd  since  1821. 


Years. 


1821, 
1824, 
1827, 
1830, 
1833, 
1836, 
1839, 
1842, 
1845, 
1848, 
1851  , 
1852, 


1822,  and 
1825,  and 
1828,  and 
1831, and 
1834,  and 
1837,  and 
1840,  and 
1843, and 
1846,  and 
1849,  and 


1823. 
1826. 
1829. 
1832. 
1835. 
1838. 
1841. 
1844. 
1847. 
1850. 


Aggregate. 


Value  of  im- 
ports. 


DifTcrcnco. 


$16,532,632 
21,411,566 
23,044,483 
21,369,413 
38,113,447 
41,664,411 
19,466,622 
32,2.37,780 
31,969,263 
17,640,256 
5,453,981 
5,. 503, 544 


$895,426 

1,862,107 

4,519,369 

26,947,213 

27,855,780 


20,449,236 
17,549,761 


274,407,398       100, 07?, 892 


Value  of  ex- 
ports. 


$27,661,226 
20,516,140 
21,182,376 
16,850,044 
11,166,234 
13,808,631 
27,228,089 
11, 788,. 544 
14,419,502 
28,769,262 
29,465,752 
42,674,135 


Difference. 


$11,128,594 


7,761,467 


11,129,006 
24,011,771 
37,170,591 


265,. 529,9:15 


91,201,429 


It  is  not  within  the  proper  range  of  this  paper  to  comment  upon  any 
of  the  (lifFereiit  opinions  entertained  with  respect  to  the  causes  and 
effects  of  the  fluctuations  exhibited  in  the  above  statement,  and  in  the 
detailed  table  annexed  hereto  of  these  imports  and  exports.  Some  po- 
litical economists  contend  that  what  is  called  the  "balimce  of  trade" 
being  in  lavor  of  or  against  the  United  States,  as  shown  by  the  importa- 
tion or  exportation  of  bullion  and  specie,  is  the  best  evidence  of  the 
prosperous  or  unjirosperous  condition  of  our  trade  and  commcuce.  On 
the  other  hand,  others  insist  that  such  importation  or  exportation  is  no 
true  test  on  either  side  ;  and  that  when  a  >.uitry  has  a  surplus  of 
bullion  and  specie,  it  is  best  to  exj)ort  a  p*  i  of  the  redundant  sup- 
ply ;  and  that  then  those  articles,  besides  iuliilling  their  j)roper  func- 
tions of  being  th(3  media  and  regulators  and  e<iualiz('rs  of  trade  and 
comiTierce,  become  themselves  legitimate  subjects  of  trade  and  com- 
merce hke  other  products  ;  and  that  this  rule  especially  applies  to  a 
cownivy  i)roducing  the  j)recious  metals. 

The  sole  obj(;ct,  however,  of  the  reference  now  made  to  the  importa- 
tion and  exportation  of  bullion  and  specie  is  to  notice  the  fact,  equally 
t'orcible  as  respects  both  of  these  theories,  that  but  fjr  exportalions  of 
raw  cotton,  according  to  the  treasury  statistics,  more  than  forty-eight 
millions  of  bullion  and  specie  would  have  been  required  annually,  since 
1821,  to  have  been  exported  (in  addition  to  all  tliat  was  exported)  to 
meet  the  balances  of  trade  aijaiiist  us  that  would  have  existed  but  tor 
those  exportalions  of  raw  cotton.  It  is  true  th(>  treasury  accounts  of 
exports  are  not  salt'  criteria  as  to  values,  they  being  in  the  l-nited  Slates, 
as  in  other  countries,  generally  undervalued  ;  but  without  the  exporta- 
lions of  cotton  from  the  United  States,  the  balance-sheet  would  be  u 
sorry  exhibit  of  our  condition  as  a  commercial  people,  and  of  general 
prosperity.     Our  other  cxptjrts,  and   especially  of  other  agricultural 


COLONIAL    AND    LAKE    TRADE. 


745 


afore  given,  to 
specie.     The 


31. 


cx- 


Difl'ercnce. 


226 
140 
376 
,044 
,234 
,631 
,089 
,544 
,502 
,262 
,752 
,135 


$11,128,594 


7,761,467 


,935 


11,129,006 
24,011,771 
37,170,591 


91,201,429 


r 


rncnt  upon  any 
lie  causes  and 
ent,  anil  in  the 
rls.     Some  po- 
,'ince  of  trade" 
jy  the  importa- 
;vidence  of  the 
)nini('rce.     On 
porlalion  is  no 
s  a  surplus  of 
edundnnt  sup- 
proper  fhnc- 
s  of  trade  and 
rade  and  coni- 
y  applies  to  a 

to  the  importa- 

le  fact,  c(|ualiy 

-xportations  of 

h;ui  forty-eight 

innually,  since 

IS  exported)  to 

existed  hut  ti)r 

ry  accounts  of 

United  Stiites, 

ut  the  ex  port  a- 

et  M'ould  be  a 

and  of  general 

rr  agricultural 


products,  are,  when  separately  estimated,  really  insignificant  in  com- 
parison with  cotton.  A  table  of  the  exportations  of  the  principal  do- 
mestic exports,  since  1821,  is  appended.  The  ibllowing  statement  shows 
the  principal  domestic  ex|)orts  in  the  years  1821,  '22,  and  '23,  and  in 
the  years  1850,  '51,  and  '52  : 


Articles. 


1821, 1822,  ami  1823. 1 1850,  1851,  and  1852. 


Total  exports  of  domestic  produce '  $140,701,381 

Cotton '  64,6:)8,062 

Tobacco I  18,  l.'>4,472 

Rico i  4,878,774 

Flour :  14,363,696 

Pork,  hogs,  lard,  &c {  4,003,337 

Beef,  hides,  tallow,  &c 2,282,318 

Butter  and  cheese 604,106 

Skins  and  furs !  1,940,424 

Fish I  2,894,229 

Lumber,  &c i  4, 156,078 

Manufactures  of  all  kinds !  9,013,259 


$526,005,614 

272,265,665 

29,201,556 

7,273,513 

29,492,044 

15,683,772 

4.795,645 

3;ii9,5ua 

2;  628, 732 

1,391,475 

15,0.')4,113 

51,370,348 


Among  other  articles  not  specified  in  this  statement  there  was  ex- 
ported in  1852  over  $1,200,000  of  oils,  $1,200,000  of  naval  stores, 
$500,000  of  pot  and  pearl  ash,  $2,500,000  of  wheat,  $2,100,000  of 
Indian  corn  and  meal,  and  $1,100,000  of  "  raw  produce,"  kind  not 
stated  in  returns. 

The  relative  importance  and  value  of  the  cotton  crop  of  the  United 
States  to  the  other  leading  agricultural  prorlucts  of  this  country,  and 
other  princip.'il  artitdes  of  our  domestic  and  foreign  commerce,  is  more 
striking  when  the  circumstances  attendant  upon  the  progress  of  each 
crop,  and  \Li'.  otluM-s  respectively,  are  considered.  The  augmentation 
of  our  })opulation — the  vast  extension  of  our  tenitory — the  great  in- 
crease of  the  area  of  our  lands  in  tillnge — the  immense  additions  to  our 
agricultural  labor  in  our  native  population  rmd  in  foreign  emigrants — 
have  given  us  consequent  vastly  increased  resources  and  ability  lor 
greater  production.  As  before  shown,  however,  the  greater  portions 
of  most  of  the  agricultural  products  of  the  United  States,  and  of  the 
manufactures  of  them,  except  cotton,  consumed  in  the  United  States. 
The  fact  that  the  exportatioyis  fioni  the  United  Stat(!s  of  many  of  its 
most  important  products  have  not  increascid  in  proportion  to  our  increase 
of  population,  resources,  and  ability,  and  that  the  article  of  raw  cotton 
is  a  signal  exception,  surely  is  some  evidence  of  its  value  and  of  the 
real  position  and  actual  increase  of  the  wealth  and  prosperity  of  the 
cotton  region.  When  it  is  recollected  that  very  little  of  the  additional 
labor  given  hy  foreign  emigration  inures  to  the  cultivation  of  cotton,  (and 
it  is  estimated  that  not  more  than  one  in  GOO  of  the  agricultural  emigrants 
go  to  the  cotton  region  ;)  and  when  the  extent  of  internfd  improvements  in 
the  States  where  cotton  is  not  grown,  to  trans[)ort  tlu^ir  produce  to  market, 
is  considered,  it  will  be  seen  that  this  advancement  of  the  cotton  region 
is  solely  the  result  of  steady  industry,  regulated  by  the  intelligence  to 
make  it  advantageous.  The  increased  labor  of  that  region  has  been 
almost  exclusively  derived  from  those;  contiguous  States  that  do  not 
cultivate  cotton.     The  disparity  between  the  increase  of  cotton  and 


74C 


ANDREWS     HEPORT    ON 


that  ot"  other  vigricultural  products  appears  much  greater  when  these 
facts  arc  considered ;  and  the  doctrines  that  hibor  advantageously  ap- 
plied, and  not  population  merely,  is  the  true  foundation  of  a  country's 
wealth  and  prosperity,  is  fully  verified. 

The  treasury  accounts  before  referred  to  show  that  th(^  aggregate 
increase  of  our  f()rcign  importations  of  merchandise  has  not  equalled  our 
increased  exportations  of  raw  cotton,  and  that  it,  as  before  stated,  has 
most  of  all  other  articles  enabled  us  to  keep  down  the  balance  against  us 
created  by  sucli  importations.  And  it  should  be  noticed,  also,  that  the 
increase  of  importations  is  mainly  for  the  use  and  consumption  of  those 
portions  of  the  country  tiiat  do  not  produce  cotton.  The  consumption 
of  imported  merchandise  and  products  in  the  cotton  region  may  be 
greater  thnn  the  proportion  of  its  white  population  to  thai  of  other  sec- 
tions, but  in  the  aggregate  it  is  much  less,  and  it  is  also  much  less  than 
the  proportion  of  its  wliole  population  to  that  of  the  other  States. 

Adding  the  increase  of  the  cxportatiovsoi'  our  domestic  manufactures 
of  cotton  to  the  exportations  of  raw  cotton,  the  comparison  between 
it  and  other  agricultural  products  is  still  more  favorable  to  it.  Prior  to 
1826,  such  exportations,  it"  any  were  made,  were  not  specified  in  the 
treasury  returns,  and  all  our  importations  of  cotton  goods  specified  in 
those  returns  are  exclusively  those  of  foreign  manufacture  that  had 
been  imported  hither.  And  the  nearly  total  decrease  of  the  importation 
of  f{)reign  raw  cotton,  and  the  manufactures  thereof,  and  the  substitu- 
tion therefiir  of  our  own  product,  and  manufiietures  thereof,  should  also 
be  estimated. 

Nor  is  the  su{)ply  furnished  from  the  cotton  crop  for  the  numerous 
"household"  or  "home-made"  manufiietures  used  in  the  United  States 
an  unimportant  item  constituting  its  value.  The  aggregate  of  the  value 
of  ,dl  these  tnanufictures  was,  in  1849,  upwards  of  $27,540,000,  and 
it  is  estimated,  as  bef()re  stated,  that  the  cotton  consumed  in  them  is 
worth  annually  upwards  of  $57,500,000.  But  f()r  our  own  crop,  this 
would  have  to  be  imported. 

Though  it  is  not  intended  to  express  any  opinion  in  this  paper  ujhim 
the  policy  of  a  protective  tnriff,  it  is  proper  to  say  that  the  increase  of 
our  domestic  cotton  matuitiicturing  estabhshments,  within  a  few  ^^curs 
past,  has  well  nigh  been  as  astonishing  as  the  increase  of  tli(^  cotton 
crop,  especially  when  the  advantages  of  cheap  hdjor  and  low  interest 
for  capital  borrowed,  and  other  advantages  possessed  by  British  and 
European  manufiicturers,  are  considered.  Against  sucli  advant.-iges, 
our  manufacturing  establishments  alrefidy  use  about  one-third  of  the 
entire  crop  of  raw  cotton  of  tluj  United  States.  I'rior  to  the  war  of 
1812,  they  were  of  little  oonscHjuence.  They  first  became  of  im|)ort- 
ance  during  that  war.  They  now  supply  more  than  ihrcc-Jmirf/is  oi'  ihc 
cotton  mTinui'nctm'cs consumed  in  the  United  States.  Such  supply  lin'  home 
consnmpt'u)ii.  of  our  domestic  cotton  manufiietures  exceeded  filty-s(n('n 
millions  of  dollars  in  184!)-'50.  We  exported  in  same  year  upwards 
of  l(>ur  millions  seven  hundred  thousand  dollars  of  our  domestic  cotton 
manufactures  to  f()r<'ign  eouiitrirs  ;  and  these  exports  in  1852  amounted 
to  upwards  of  sev(Mi  milli»)n  six  hundred  thous.md  dollnrs.  Our  im- 
portations of  fiireign  cotton  manufactures  in  1852  were  $19,G89,4})t), 
and  of  this  we  exported  $i0!)l,784,  consuming  the  balance  of  $  J  8,1)07,71 2. 


P 


COLONIAL  AND  LAKE  THADE. 


747 


It  will  be  noticed  that  our  exportations  ofdornestie  cotton  mnnufnctures 
are  over  two-fifths  of  the  value  of  foreign  cotton   manufactures  con- 


sumed in  the  United  States.  Deducted  Irom  tlie  same  consumption,  it 
leaves  only  Sll, 025,561  as  a  balance  of  the  f()reign  manufactures  so 
consumed. 

We  now  pay  annually  out  of  the  avails  of  the  cotton  crop  in  Great 
Britain  and  Europe  about  $10,000,000  to  those  countries  for  manufac- 
turing for  us  that  portion  of  our  raw  cotton  which  is  first  exported 
thither,  anil  the  manufactures  thereof  then  imported  into  the   Llnited 
Slates  ;  but  they  are  at  tlie  same  time  th(^  purchasers  ni' two-thirds  of  our 
entire  crop,  and  most  of  the  articles  the}'-  send  us  could  not  be  manufac- 
tured here  at  ihe  same  cost  to  the  consumer;  iind  the  cotton  producers 
insist  that  the  foreign  market  is  the  most  valuable  to  them,  and  that  they 
have  the  right  to  sell  their  crops  wliere  and  to  whom  the^^  choose,  and 
to  employ  and  pay  whomsoever  it  pleases  them  to  manufacture  it.     Our 
domestic  cotton  manuliicturers   fire,  however,  destined  to  increase  still 
more.     Everything  indicates  that  an  immense  commerce  will  ere  long 
arise  in  the  Pacific  oeean,  and  through  it  to  China,  the  East  Indies,  and 
the  Asiatic  seas  gencrjdly.     The  commercial  nations  of  the  world  are 
now  about  to  embark  in  a   strus:Q;le  i()r  the  control  of  that  commerce 
which  may  perhaps  continue  through  the  present  decade.     But  the  su- 
periority of  position,  the  greater  diversity  of  the  productions  of  the 
United  States,  and  the  enterprise  of  our  merchants  and  navigators, 
will  insiu'c  the  supremacy  to  us.     The  domestic  cotton   manufacturers 
of  the  United  States  may,  it  is  believed,  rely  upon  innnensely  increased 
markets    tor  the  gcjods  they  now  manufacture   being  afUndfMl  by  the 
c(»mmerce  thus  opened.  The  amount  necessary  to  supply  these  new  mar- 
kets, it  has  been  anticipated  by  some,  will  require,  in  a  few  years!, 
cotton  ecjual  in  (juantity  to  the  present  "  entire  crop"  of  "  upland" 
cotton  of  the  United  States.     The  superior  liicilities  tor  such  commerce 
which  our  merchants  will  possess  with  respect  as  well  to  the  outward 
as   to  the   return   trade,  will  enable  them   to  sell  our  domestic  cotton 
manuiiictures   in   tlios(!  markets   more  advantageously  than  any  other 
country  can  sell  ihc^  same  kind  of  goods.     The  official  statistical  tables 
slu)w  that  the  domestic  cotton  manufactures  of  the  United  States  have 
not  onl}-^  increased  in  proportion  beyond  the  increase  of  our  aggregate 
population,  and  in  a  proportion  beyond  any  otIuM'  prominent  article  ot 
manufactures,  but,  in  tiict,  such  increase  of  the  cotton  manutactures  of 
the  United  States  since  1820,  with  reference  to  crportatioim,  exceeds  in 
value  the  aggregate^  of  the  increase  of  all  our  other  domestic  manufac- 
tures added  together! 

A  g(!ntleman  holding  a  high  position  in  the  legislative  department 
of  the  federal  government,  and  whose  intellig(niee  on  this  subject  is 
not  surpassed  by  any,  estimates  that  in  ]852  the  capital  invested  in 
cotton  manufactories  in  the  United  Slates  is  at  least  §80,000,000  ;  that 
the  valuta  of  the  annual  products  of  such  manufactories  is  at  least 
$70,000,000;  that  as  many  as  100,000  male  and  lemale  laborers  are 
emi)loye(l  iu  such  manufiictories ;  and  that  quite  700,000  bales,  or 
315,000,000  pounds  of  cotton,  worth  at  h'ast  S'35,0()0,O0O,  will  be  spun 
and  sold  as  thread  and  yarn,  or  wove  into  muslin  and  other  manufac- 
tures, in  this  year — 1852. 


*'-l 

M^ 


I.  f 


i?i 


i 


748 


ANDREWS'     UK  POUT    ON 


With  retl'iciico  to  our  forcifiii  cornnu'ri-r  rspccinlly,  tl)(!  incrnasod 
consiiiiiptioii  in  the  lltiilcd  Stiitcs  of  forcimi  imd  (lom('.><tir  cotloii  iiiiimi- 
(iicluros,  ill  lieu  ol"  ;irii(.'lcs  tliiit  must  have  swelled  our  ini|«jrliifioiis  slill 
more  than  hjis  l)oon  tlie  case,  is  an  importatil  eoiisidenilioti.  iiiil  (or 
our  eotton,  until  our  doniestie  products  of  wool,  ot'silk,  anil  of  (lax,  had 
b(!corne  sudicient  liw  our  necessities,  \vv  should  have  Ixn-n  eonipelled  to 
rely  on  (()rei^n  countries.  Cotton  and  its  mrnudiu'lures  have  decreasi^d 
the  demand  (i)r  (he  other  articles.  In  tliis  iespet;t  the  increased  con- 
sumption ol"  cotton  and  its  manul'actures  in  the  United  States  and  in 
l()reign  countries  should  he  regarded  hy  those  who  deprecate  an  excess 
of  importations  over  exportatioiis  as  injurious  to  a  country,  as  having 
been  greatly  l)ene(ieial  to  our  (i»reign  commerce,  inasmuch  as  it  has 
lessened  the  imporfudons  by  us  of  tin;  oth(!r  articles  mentioned. 

If  the  r.xpurttttims  of  r;iw  cotton  from  the  United  States  should, 
contrary  to  general  anticipation,  decrease  from  any  cause,  unless  its 
place,  as  an  articU;  of  ex[)ortation,  coidd  be  fully  sup[)lied  by  an  e()uiv- 
alenl  amount  of  domestic  manutiictures  of  cotton  crpurted.,  its  cultiva- 
tion and  product  must,  of  necessity,  also  decrease  in  a  corresponding 
degree  ;  and  the  787,f'j00of  able  agriculturrd  laborers,  and  the  G,300,00U 
acres  of  arable  land  now  devoted  to  its  production,  would  be  diverted, 
by  the  same  necessity,  to  tin;  production  of  other  articles,  (wheat,  rye, 
corn,  barley,  oats,  and  the  like,)  and  tin;  raising  of  stock  l<)r  provisions, 
(beef,  pork,  lard,  butter,  &e.)  The  result,  it  can  be  foreseen,  would  bo 
the  cheapiMiing  of  those  articles,  and  rendering  their  production  in  the 
present  grain  growing  and  stock  raising  Statt-s  less  profitable  than  at 
present,  and  the  apricullurists  and  stock  raisers  in  these  States  would 
also  then  lose  their  markets  in  th(^  cotton  growing  States,  b(;sides  having 
to  encounter  competition  from  them  in  other  markets ;  and  besides, 
some  of  the  surplus  labor  of  the  cotton  growing  States  would  then  be 
employed  in  manuliictures  and  mechanical  pursuits,  now  diielly  en- 
grossed b}'  oth(T  States,  from  which  th(!  supplies  are  now  recfuvt'd  by 
the  cotton  growers. 

The  causes  of  tlu^  (kietuations  in  tin;  prices  of  cotton  have  been 
subjects  ol"  investigation  and  discussion  among  the  political  econo- 
mists of  the  United  States,  and  others  interested,  but  hitherto  th(Mr  in- 
vestigations and  discussions  have  not  result<>d  in  much  practical  good. 
Conventions  oi"  cotton  producers  h;ive  been  helil  in  the  Southern  Stales, 
and  tlilierent  theories  advanced  as  to  these  causes,  and  (liHi.;rent  reme- 
dies suggested.  Disagreements  as  t«)  the  causes  of  these?  (luctuations 
have  produced  diliJ-rences  of  opinion  as  to  the  remedies  and  preven- 
tives ;  and  eoiiseepiently,  heretotore,  no  measures  of  a  practical  character 
have  beiMi  adopted.  In  some  instanci's  the  causes  are  widely  didl'reiit 
(rom  those  producing  similar  efll-cis  as  to  othtsr  products.  Doubtless 
the  extent  ot  the  crop  has,  onlinarilv,  no  inconsiderable  inlluenceon  the 
price;  and  yet,  whilst  the  crop  of  IS6(),  the  cxportalvms  alone  of  which 
were  927,237,08!)  pounds,  wliicli  at  J2.ll  cents,  brought  !?112,31,'3,317, 
the  short  cro|)  of  1848,  the  exportations  of  which  were  but  ()35,383,604 
pounds,  brouglit  11.31  cents,  or  .S7 1, 1)84,0 Ki;  and  the  crop  of  1848, 
the  exportations  <»f  which  were  l,02G,042,2Gt)  pounds,  brought  ().5 
cents,  or  S()G,3!Jt),f>G7 ;  and  repeated  instances  will  be  found  in  the 
aimexed  tables,  wh(!re  large  crops  have  brought  large  prices,  and  short 


if 


i;, 


COLONIAL    AND    LAKE    TUADK. 


:rr()[)9 


nhoi'l 


niiccs. 


Tl 


ir  extent  ol  uiv.  no 


749 

)  ("iiinot,  tlicreforc,  in  all 
rii(;  piii't'sutTr'.'iglils  liiivc. 


c'A^i'H  l)('  n'gurdcd  ii.s  governing  tlic  pi  ices.      ,,.. .^^,.,1.,  ,,,.,,. 

fjomi!  infUicnco.     Mncli  more  (IcjjcikIs  upon  lli(3  condiiiDii  of  tlu!  tijreign 
and  doincstir  eolton    ninnuliiclorics — llic  gcnciid  d<>prossi()ii  or    pros- 
perity ot'triide,  coiinnerce  ;nid  niivigiilion,  inid  the  .slide  of  llwi  money 
niarU(  t.     Tlie  iiiMuufaclurers  at   home  and  abroad   hav(!  to  r(\sort  to 
extensive  ercilits  lo  carry  on  their  vvoiks,  (nt-n  to  pureha:<e  tlie  raw 
cotton;  and  th(;  scaicity  o[  monr-y  is  certain  to  cauj^e  a  corrcfipoiulinir 
depression  in  the  price  of  cotton,     iiia   the  ])riniary  and  ('hier cause  of 
thes(!  Iluctuations  is  lo  he  l()nnd  in  the  liK-t,  tfiat  vi-ry  often,  so  soon  as 
raw  cotton  leaves  iIk"  posses.-^ion  of  the  phmter,  whether  it  is  pnrch'a^ed 
from  him  or  \n>l,  il  becomes  ilic  .-.take  lor  the  most  hazardous  gambling 
among  those  who  should  be  j^iyled  comntercial  speculators  and  gam- 
blers, ratjier  than  merchants.     When  it  is  seen  that  a  rise  of  cotton  ol" 
one  cent  ])er  j)omid  creates  ;i  dillerence  in  the  vaiui^  of  that   (.r[ji)rlrd 
from  the  I'niled  States  alone,  (A'  tc/i  mi//ii)/is  of  dollars  (and  of  course  a 
rise  of  a  mill,  one  mUlioii,  and  of  a  tmlli  of  a  mill,  owv  lumdred  thousand 
dollars;)  and  when  it   is  recollected  that  raw  cotton  is  reganled  as  u 
cash  article,  and  used  in  lieu  of  exchange  l()r  remiUanires  abroad,  il  can 
readily   be   imagined   that  temptations  and   inducements   exist    to  the 
most  hazardous  speculations  in  that  articde,  by  those  who  imagine  they 
t()resee   an  advance  in  its   j)rice,  and  who,  so  soon   as  they  purchase, 
exert  themselves  to  ellt'ct  the  res(dts  they  tiesire.     The  establishment  of 
"  Vlduhrii'  IJuioii  Dfjiiits'^  at  the  chief  shipping  ports  in  the  South,  tor 
til  •  storing  of  cotton  l()r  w/A',  and  also  similar  depots  at  or  near  the  chief 
Alhmtic  cities,  has  been  proposed   as  a  renu'dy  l()r,  and  prevention  of, 
\\n\  evils  com|)laine(l  ot".     And  ihe  establishment  of  similar  depots  at 
ditlcrent  points  in  (Continental  Europe  has  also  (since  recent  occurrences 
in  (ireat  iJrilain,  iniheatinga  revival  of  the  ancient  hostility  to  the  cotton 
intert'sl  of  the   United  .Stales)  been  suggested.     Doubtless,  the  estab- 
lishment  oi"  such  '■''  Conthicnlnl  Drpotn'^  would  open   new,   as   well  as 
extend  ihe  existiny  markets  ti)r  our  raw  eoiion,  among  the  continental 
maiuil;i(.-tarers  ;  and  it  would  greatly  encourage  and  promote'  the  latter, 
and  cause  them  to  become  li)rmidabK'  (.•omp<'titors  and  rivals  to  the  man- 
uliicturers  of  (ireal  liritain,  and  it  is  not.  u'lll^ely  some  practical  meas- 
ures of  the  kind  will  be  ado[>ted.     Direct  tiwie  between  southern  ports 
and  Europe,  so  far  as  it  respects  the  cotton  <  xported  thither,  has  been 
lookctl  to  as  likely  to  relievt^  the  planting  intere.-t  from  the  effects  of  the 
Iluctuations  as  to  prices,  and  at  the  same  lime  !.o  relieve  it  from  the  ex- 
orbitant and  onerous  charges  it  is  at  present  subject  to,  by  shipments  to 
Eastern  Atlantic    ports  bel()re  shipment  to  Europe;  but  it  is  strongly 
doubled  wheilier  tlie  result  of  such  change,  without  further  preventives, 
would  not  b(>  merely  another  illuslralion  ottlie  old  fable  oi  ihe  fox  and 
the  tlies.     The  planU'r  will  always  be  subjeit  to  similar  exactions  to 
those  now  made;  and  ihey  will  be  increased,  till  he  restrains  himself 
from  parting  with  the  plenary  and  personal  control  of  his  crop,  in  any 
way,  except  by  absolute  sale.     He  will  not  be  relieved  whilst  the  pay- 
ment of  atlvances  on  his  crops,  or   other  mercantile  debts  incurred  on 
their  credit,  constrain  him,  year  after  year,  as  to  the  disposition  of  them 
To  be  relieved,  he  must  becomes  less  dependent  on  the  store-keeper,  and 
more  self  dependent;  and  then  he  can  constrain  the  purchaser  to  come 


f 


7/30 


ANDIIKWS      HEPOHT   ON 


to  liirt  j)l;nitiitiun  lo  niir(;liaf5(>  his  nop,  nnd  it  lio  is  Hot  pnid  a  fiiir  price, 
n  fusf!  t(»  part  wiili  it,  rind  keep  it  in  store  until  iui  ciin  jjct  sucli  price. 
When  {)hniters  jcjonenilly  adopt  and  adhere  to  such  system,  it  will  be 
of  little  eonse(|neii('i'  to  llieni  what  eliarijes  their  crops  aic  subjeeled  to 
alter  they  leave  their  hands,  and  they  will  he  iniafK'eted  by  the  llnetua- 
tions  occasioned  by  spemilations  and  ^aniblint,'.  The  i()reign  and  do- 
mestic manutiicturers  will  also  lind  that  it  is  tlieir  interi>st  to  get  rid  of 
th(!  intermediate  eotnmereial  a^'eneics,  and  expenses,  between  thc'm  and 
the  plant(M',  and  will  unite  in  the  adoption  of  such  system. 

Appended  hereto  uvr  'abbs  of  the  exports  ol"  raw  cotton  in  1N52, 
exports  ot"  domestic  cotton  manufactures,  same  year;  exports  of  li)reign 
cotton  mamifai'fures,  sanu'  ycjM- ;  and  imports  of  cotton  manufactures, 
same  year.  Particular  attention  should  be  given  to  them.  On  such 
relerence,  the  tiict  e;ninot  escape  f)l)S(Tvation,  that  the  governmiait  of 
the  United  [States,  by  liberal  and  judicious  (and  Judicious  because  lib- 
eral) arrangemenis  with  the  ditlircnt  governments  of  tliis  antl  the 
southern  continent  of  America,  by  enabling  these  countrii^s  to  pay  for 
our  domestic  cotton  manuiiictures  in  their  products,  which  we  do  not 
raise,  may  open  extensivi-  and  i)rotitable  markets  t()r  us,  thereby  pro- 
moting the  prosperity  as  well  of  tlii'  manufacturt;r  as  of  the  producer 
of  cotton.  And  once  open  and  establish  such  market,  the  demand 
would  in  a  lew  N'cars,  it  is  anticipated,  be  ('(jual  to  the  whole  of  our 
present  exportations.  Thc^  Held  ot"  commerce  bet()re  us,  aiuJ  ibr  us,  in 
these  countries,  and  in  the  Pacific  and  Kast  Indies,  is  unlM)unded. 

1'lwsc  fiicts  fully  d<nnonstrate  not  only  the  futility  of  nil  the  expc^di- 
ents  that  may  be  adopted  by  tiireign  governments  to  supplant  the  cot- 
ton crop  of"  this  country,  but  also  the  ineHiciency  and  tolly  ot"  any 
measures  of  restraint  or  cocrcaou  that  may  be  contrived  by  them  to 
"  countcr;ict"  what;'ver  policy  the  United  Slates  may  decide  to  adopt, 
at  any  time,  to  sustain  and  maintain  tlu;  great  interests  involved  in  the 
cotton  crop.  If  it  should  become  necessary,  the  cotton-growers  of 
this  confederacy  can,  of  themselves,  withhohl  from  any  tiaeign  coun- 
try every  pound  of"  cotton;  and  the  labor  now  employed  in  its  cultiva- 
tion could  be,  in  one  seaijon,  restricted  to  growing  merely  enough  for  our 
own  consumption.  It  is  an  error  to  suppose  that  such  measure  would 
be  ruinous,  or  even  j)ermanently  injurious  to  them.  Such  labor  cf>uld 
be  e:nplo3'ed  in  the  cultivation  of  other  products — in  iIk;  rearing  of 
stock,  and  articles  of" subsistence,  and  in  the  improvement  ot" the  lands; 
with  little^  detriment  that  would  not  b(!  temporary,  and  with  less 
loss  and  inc(aiveni'^'nc(  to  them,  than  a  similar  revolution  in  industrial 
pursuits  and  productions  would  cause  in  any  other  country.  That  the 
cotton-producers  of  the  United  Stat(>s  may  rightfully  exercise  the  power, 
which,  by  union  and  conceit  of"  action,  they  unquestionably  possess, 
of"  decreasing  or  incri'asing  the  aggregate  annual  supply,  and  regu- 
latinir  its  j)rice,  so  as  to  secure  the  receipt  of  its  just  valu(!,  cannot  he 
deii.  Owing  to  the  nujlti{>lied  charges  and  exjx'nses  to  which  his 

cotton  is  subjected  bclijn^  he  receives  its  proceeds,  tiie  planter  is  gene- 
rally the  pi!rson  who  makes  the  least  profit  from  it.  What  are  be- 
lievc.'d  to  be  the  most  practical  ])r!'ventives  have  beiui  before  alluded  to. 
M(!ans  and  ways  ot"  avoiding  imposition  will  suggest  tlicnnselves  to 
the  intelligent  i/lanter,  and  his   example  will  be  f()llow<Hl  by  his  neigh- 


COLONIAL    AND    LAKE    TIMDE. 


7.'il 


nid  a  fair  price, 
f![('t  sucli  price, 
stem,  it  will  l)c 
irc  siihjoclcd  to 

by  liic  lluctua- 
litrci^ii  and  do- 
rst  to  get  rid  of 
\v(-(ii  llicm  and 
111. 

cotton  in  1(^.02, 
cporls  of  li)rci^n 
I  ni.'niufactnrcs, 
hem.  On  such 
'  government  ot" 
»us  because  lib- 
>r  tliis  aiul  the 
Jlries  in  pay  li)r 
diich  we  do  not 
IS,  tiiereby  pro- 
of the  producer 
!t,  tlie  demand 
le  whole  of  our 
s,  and  tor  us,  in 
nlM)unded. 
'  all  the  exp(Mli- 
ipplant  the  cot- 
ul  lolly  of  any 
vcd  bv  them  to 
leeide  to  adopt, 
involved  in  the 
Lton-growcrs  of 
ly  lorcMgii  couu- 
d  in  its  cultiva- 
r  (uiough  for  our 
measure  would 
ueh  hd>or  cf)uld 

the  rearing  of 
nt  of  the  lands; 

anil  with  less 
ion  in  industrial 
itry.  That  the 
rcise  the  })ower, 
onahly  possess, 
)ply,  and  regu- 
alue,  cannot  be 
u>s  to  which  his 
planter  is  gene- 

Wiiat  are  bc- 
i;l()re  alluded  to. 

themselves   to 
d  by  his  neigh- 


(Inty  free;  but,  after  the  first  of  .January  of  that  year,  it  paid  a  duly  of 
three  cents  per  pound,  till  the  double  duties  were  imposecf  by  the  ac-t  of 


bors.  Kre  long  oiu'  manufaetorirs  will  furnish  us  with  all  of  the  cotton 
goods  we  need,  at  our  own  doors,  and  of  our  own  maniifaeliu'c,  tiorn 
the  })roduct  wo  huv(^  rnis(!d.  Hut  whatever  we  may  determine  to  do, 
no  gf»vernniental  policy  of  any  li)reign  country,  hostile  to  our  interests — 
no  coinbiiuition  of  such  govermnenis — can  releiiseor  lessen  the  absolute 
dependence  upon  the  "Cotton  Zone"  of  the  United  States,  which  nil 
who  maufacture  or  use  this  product  are,  and  must  continue  to  br  sub- 
ject to,  till  Providence  decrees  the  eh.'uige  by  means  now  unforseen 
and  unanticipat(  d. 

Be[()re  1701,  fiin-igu  raw  cotton  was  admitted  in  the  United  Stiiies 

w,  it  paid  ad 
pose(|  by  the 
.July,  1812.  During  the  war,  and  till  April,  ISKi,  it  j)aid  six  cents, 
and  since  that  day  it  has  paid  three  cents,  till,  by  the  act  of  184(1,  it 
was  made  free.  Alexander  Hamilton,  in  1791,  recommended  the  "  re- 
peal" of  the  duty  as  "indispensabh!"  Ii)r  the  security  of  the  "national 
luanufiicturcrs"  of  cotton. 

Within  two-thirds  of  a  centmy,  this  product  has  become  one  of  the 
most  im[)ortant  of  the  agricultural  products  of  the  world,  and  an  article 
of  necessity  I'or  which  no  ade(|uate  substitute  can  reailily  bi>  had.  It  is 
now  by  tiir  the  most  valuable  article  of  commerce  existing  between  dif- 
tf>reut  nations.  The  l()rcign  commerce  of  no  one  nation,  in  wheat,  or 
wheat-Hour,  or  other  cereal  products  tor  die  subsistence  of  man — or  in 
beef,  pork,  or  other  provisions,  (>veu  if  estimated  together — has  <'vcr 
been,  or  is  now,  as  great  in  value  as  that  of  the  United  States  in 
the  article  of  raw  cotton  produced  in  tlu;  United  States,  and  in  manu- 
factures therefrom.  The  articles  of  tea,  tobacco,  ardent  spirits,  wines, 
silks,  and  coflee,  have  ranked  high  on  eonunercial  lists ;  but  none  of 
them  have  eciualled,  in  any  one  country,  the  present  rank  of  American 
cotton  and  its  manufiictures:  and  the  articles  just  specified  are,  too,  all 
luxuries,  not  absolutely  indispensable  for  subsistence  or  raiment,  and 
tijr  all  of  them  substitutes  may  be  found.  In  tact,  if  the  importation  or 
use  of  every  one;  of  these  articles  were  destroyed  or  decreased  by  legis- 
lative enactments,  or  the  eipially  arbitrary  decres  of  fiishion  or  cus- 
tom, or  by  other  means,  the  next  generation,  would  not  feel  the  depri- 
vation. The  abanilonment  of  other  articles  fi)rmerly  used  instead  of 
maiiutactures  of  Cv)aon,  and  the  general  use  of  the  latter,  and  especially 
of  the  ordinary  kinds,  throughout  the  world,  (induced  by  their  cheap- 
ness and  superiority,)  renders  them  indispensabl(Mo  the  comf()rt  of  man 
till  something  is  discovered  to  supply  their  places  For  half  a  century, 
nearly  every  people — of  every  degree  of  civilization,  of  every  class  of 
society,  and  in  every  variety  of  climate — has  adopted  the  use  of  cotton 
manufiictures.  Such  is  the  character  (tf  the  product,  and  so  diversified 
are  the  articles  that  can  be  manufactured  from  it,  that  they  have  taken 
the  place  of  many  other  articles  widely  diflerent  from  each  other;  and 
they  are  applied  to  various  and  dissimilar  uses,  in  climates  of  difH-rent 
Iemper;iture,  and  among  different  races  and  nations,  whose  habits  and 
customs  arc  as  unliki;  as  their  respective  countries.  The  manufactures 
of  this  product  in  the  world,  now  ecpial  the  manufiictures  of  animal 
wool,  ot'  flax,  and  of  silk,  all  combined. 

The  statements  now  madt;  are  of  incontrovertible  flicts,  verified  bv 


j:. 


! 


i 


752 


ANDIIENVM      IlKl'OUT    ON 


llic  oll'n'iiil  sl;iti>ii('s,  mil  only  of  tlir  |,'ov(  rnirii'iil.  ot  llir  United  Slnlcs, 
but.  ol' liir('i;,'ii  ,t,'i»vtTiim('iils,  mid  hy  ill''  <'(nnni(Tcial  !icc()imls  (if  tliis 
(•(Minlry  mid  of  (illicr  couiiliics.  'riicy  csinhlisli,  it  is  hclicvcd,  tlu-  ••or- 
rcctnrsH  (if  .'dl  tiic  (ipininns  ndvmict'd  in  diis  |);i|)('r  ii.s  In  tlu^  pm'mnonnt 
iin|)*»itmicc  of  die  cotton  croi)  of  the  llnilcd  Si.itcs,  nol  int'icly  to  our 
own  coiniiry,  hut  to  the  world,  over  rvcry  oiIut  n^ricidtninl  piddnct 
tli:it  liiis  l)('cn,  now  is,  or  is  likely  to  heeonie,  nn  iirlieh;  of  eoiinnerec 
hetween  niitions.  'I'liey  certainly  prove  tli.'it  it  is  tlie  chief  element  mid 
l)asis  of  till-  coniniercial  prosperity  of  lliis  eonli'deracy,  and  as  well  with 
respect  to  the  trade  hetwccn  the  States  as  to  tlu;  commerce  of  all  with 
liirci^n  nations. 

TIk!  statistics  adduced  sihow  iIk^  tiiUowin^ij;  fads: 

The  cultivation  of  cotton  and  its  preparation  tiir  inarkt-t  in  the  United 
States,  at  this  time,  emplf)ys  upwards  of  SOO, ()()()  agri(  iiltnral  Inhorers. 
As  has  heen  slated,  8.0  per  centum  of  this  nnmher  are  slaves  ;  and  the 
residue  (j'20,0()0)  are  white  citi/cns,  who  arc;  liiimd  in  every  partoftli(^ 
Cotton  /one,  raisinu  cotton  hy  their  own  lahor,  on  their  own  lands — a 
pra(.'tical  reliilation  of  the  sland(M"  that  '■^  liilntr  is  drirradnr^  in  tliiit  n  - 
<;ion.  These  citizens  and  their  liimilies  are  sustained  in  part  hy  the 
cotton  crop.  And  lin"  every  two  ahlc-hodied  cotlon-licld  hands,  it  is 
estimated  that  at  least  t/in:c  of  inii'rior  physical  capacity  fiir  lahor  are 
employed  ill  raisiii<i[  snhsistcnce  or  in  domestic  avocations  on  tlu;  plan- 
tation, or  reside!  in  th(^  cities,  &c.  All  these  arc  supported  from  the 
avails  of  the  cotton  crop. 

At  least  S^r^.OOO.OOO  in  value  ol"  hieadstulls,  provisions,  salt,  sii^^ar, 
molasses,  tea,  coiK;c,  shoes,  blankets,  Jirtides  of  clothing,  and  other 
articles  of  necessity  or  coml()rt,  is  atimially  re(|uire(l  liir  such  laborers 
and  others  engaged  in  such  production  or  preparation,  or  who  possess 
the  ca|)ilal  (lands,  slaves,  &:r.)  employeil  therein ;  and  ot"  live  sto(;k, 
agricullnral  implenK-nts,  machines,  bagging,  rope,  &c.,  chiclly  furnished 
by  the  other  States  of  the  eonli'deracy  from  tlicir  own  products  and 
Tnanufactures,  or,  through  tlicm,  from  liireign  countries  who  purchast! 
our  cotton. 

Cotton  employs  upwards  of  120,000  tons  of  stetuu  tonnage,  and  at 
h'ust  7,000  j)ersotis  engaged  in  steam  navigation  in  its  transportation 
to  souiIkmii  shipjiing  ports.  In  somi;  sections  it  pays  freights  to  rail- 
roads liir  such  transportation.  Its  iirst  tribute  to  the  underwriter  is  ti)r 
insuran(;(!  against  casualties  in  its  transportation  from  tho  interior. 

Cotton  artt)rds  employment  ami  profit  to  the  southern  commission  mer- 
chant or  ftctor,  and  to  the  many  and  various  laborers  engaged  in  cart- 
ing, storing  it,  &(•.,  in  the  southern  port;  and  a  second  iributi;  is  paid  to 
the  underwritfT  ini  insurance  against  lire  whilst  in  store.  The  "com- 
pressing" and  relading  it  liir  shipment  coastwise;  to  eastern  Atlantic; 
cities,  or  to  liireign  ports,  .nid  insurance  against  the  d.angers  of  the  seas, 
give  additional  employment,  and  cause  additional  charges. 

The  transportation  of  that  portion  of  the  croji  sent  along  the  gulf 
coast  to  the  |)rinci[)al  gulf  jiorts,  (»r  coastwise  to  eastern  Atlantic  cities, 
employs  u|)wards  ot"  1,J00,000  tons  o\' American  shipping  in  the  gull' 
and  Atlantic  coasting  trade,  and  upwards  of  55,000  American  seamen 
engaged  in  such  trade.  As  no  fiireign  vessel  can  participate  in  the 
trade,  the  Ireights  are  highly  prolitublc.    'L'hey  ordinarily  average  tiom 


noLONIAI.    AND    LARB    TIIADB. 


753 


United  Stiitf«, 
•coiiiils  (tf  lliis 
icvcd,  the  cor- 
llie  |>iii':iiiioiiiit 
iiitTcly  l(t  our 
illiiiiil  product 
I!  of  comiiHTce 
icl'rlciiu'iit  itiid 
lid  iiH  wt'll  with 
Mcc  ol"  all  witli 


vA  in  the  United 
dlurid  l;d)orers. 
ijiives  ;  Mild  tlie 
veiv  |)!irt  oltlie 
•  own  Itinds — a 
[rv/"  ill  tliiit.  n- 
in  pint  l)y  tlie 
•Id  liJinds,  it  is 
y  tor  labor  are 
)iis  on  llu!  plJiii- 
|)()rled  iVoia  the 

Dtis,  salt,  .sugar, 
hiiis;,  and  other 
)r  such  laborers 
or  who  possess 

I  ol"  live  sto(;k, 
ielly  turiiislied 

n  jifodmls  and 
who   purchase 

onnage,  and   al 
s  transportation 
reights  to  rail- 
iderwriter  is  lt)r 
i(>  interior, 
oinmission  nier- 
Migaged   in  carl- 
iribute  is  paid  to 
V.     The  "coin- 
.istcrn  Atlantic 
j;crs  of  the  seas, 
ges. 
L  along  the  gulf 

II  Atlantic  cities, 
)ping  in  the  gull" 
ineriean  seamen 
uticijjatc  in  the 
ily  average  from 


llir  gull  ports  lo  New  York  not  less  than  five-eighthfl  ol"  u  cent  per 
pound  freight. 

In  the  eastern  Athinti*;  cities,  the  wharfing«'r,  those  who  unlade  the 
veHsel,  th(!  drayman,  the  8torekeep«'r,  the  eoinrniHsion  nn'rehant,  the  cot- 
ton-broker, the  weigher,  the  packers  who  eonipress  the  bales  by  steam 
power  or  othei  vvisrr,  the  laborers,  and  those  who  charge!  tiir  "niendage," 
'•cordage,"  &e.,  &c.,  the  lire  insurer,  and  the  shipper,  the  stevedore, 
and  riunierotis  other  pe^rsons  in  those  ports,  tind  protitabl(>  avocations 
arising  from  cotton,  whetlior  destined  l(>r  a  liotnc  or  l(>r  a  tbreign 
market. 

If  destined  l()r  a  home  market,  it  pays  the  expenses  of  relading  for 
shipment  coastwise,  or  of  itiland  transportation,  by  railroad  or  other- 
wise, till  it  r<'ache3  tht;  manufactory.  It  gives  employment  at  this  time 
to  upwards  of  $80,()()0,()(M)  of  capital  invested  in  such  manufactories. 
ll  uiiiirds  means  of  subsisttnice  to  about  oni*  hundred  thousand  opera- 
tive manufacturing  laborers,  mal<?  and  li'mfde,  whose  aggregate  annual 
wages  exceed  screnfrrn  millions  of  dollars.  'I'lu!  manufactories  consume 
coal,  use  <lyestuHs,  employ  'nachinists  and  other  mechanics,  anri  en- 
courage, because  they  aid  to  sustain  the  carpenter,  the  mason,  the 
shoemaker,  the  tailor,  and,  iiuh-ed,  all  others  in  their  vicinity  fiir  whom 
they  create  employment.  Calculating  int(;rest  on  tlu;  capital  invested, 
and  all  other  expenses,  estimated  at  $62,000,000  annually  (including 
raw  cotton  worth  1^35,000,000,)  tlajy  furnish  manufactures  valued  at 
$70,000,000.  And  there  are,  it  is  believed,  at  least  25,000  persons  in 
tla^  United  States  who  find  profitable  avocations  in  the  receiving  and 
sale  or  shipment  ol"  these  domestic  cotton  manufactures,  whether  con- 
sumed at  home  or  abroad. 

More  than  800,000  tons  of  the  navigation  of  the  United  Stales  en- 
gaged in  the  t(>reign  trade  are  em{)loyed  in  carrying  American  cotton 
to  Europe  and  elsewhere,  and  uj)war(ls  of  40,000  American  seamen 
are  given  employment  in  such  vessels. 

It  is  estimated  that  tlu:  liireign  tonnage  and  seamen  employed  in  car- 
rying American  cotton  to  Europe  and  (dsewhere  to  fiireigii  countries 
amount  to  alKiut  one-sixth  of  that  of  the  United  States  so  employed. 
An  amount  of  cotton  not  ecpuil  to  the  average  annual  crops  of  Alabama, 
Georgia,  Mississippi,  and  South  Carolina,  uniti'd,  is  annually  furnished 
by  us,  and  provides  means  of  employment  in  Europe  lor  upwards  of 
3300,000,000  of  capital,  invested  in  cotton  manutiictories,  and  to  more 
than  3,000,000  persons  of  the;  "working  classes"  and  others,  who 
receive,  store,  sell,  transport,  or  manufacture  the  raw  product,  and  to 
many  others,  engaged  in  the  sale  or  shipment  of  the  manufactures. 

And  not  the  least  valuable  of  all  the  uses  of  this  product  to  the  peo- 

1)le  of  the  United  States  is,  that  it  affords  to  the  household  of  the  hum- 
)lest  citizen,  of  every  occupation — to  the  husbimdman,  the  mechanic, 
and  the  laborer,  whether  distant  from  the  marts  of  commerce  or  with- 
out the  p(,'cuniary  ability  to  resort  to  them — and  to  the  planters  and 
their  d(;pendents,  the  masters  and  the  servants,  the  means  of  supplying 
themselves,  by  their  own  handiwork  in  its  manufactun;,  with  numerous, 
and  various,  and  inappreciable  comforts,  which,  without  it,  they  would 
have  difficulty  in  obtaining.  In  yielding  them  such  comforts,  it  stimu- 
lates them  to  industry  and  frugality  ;  it  gives  them  contentment ;  and 
48 


'?    It 


754 


ANDREWS     REPORT    ON 


•I  I. 


'    ,1 


it  fosters  and  cherishes  that  elevated  spirit  of  independence,  and  that 
equally  ennobling  feeling  of  scJf-depcndcncc,  under  favor  of  Providence, 
which  ought  to  he  universnl  constituents  of  American  character.  Not 
less  than  $7,000,000  in  value  of  the  products  of  the  cotton-fields  of  the 
South  is  annually  appropriated  to  such  uses. 

Every  interest  throughout  the  land — at  the  north  and  the  south,  in 
the  east  and  west,  in  tlic  interior,  and  on  the  Pacific  as  well  as  the  At- 
lantic coast — receives  from  it  active  nnd  material  aid.  It  promotes 
essentially  the  agricultural  interests  in  those  States  where  cotton  is  not 
produced.  It  is  the  main  source  of  the  prosperity  of  the  mechanic, 
the  artisan,  nnd  other  laboring  classes,  as  well  as  thnt  of  the  merchnnt 
and  manufacturer,  in  every  section  of  the  Jnion.  Everywhere  it  has 
laid,  broad,  and  deep,  and  j^ermnnent,  the  f()undation3  of  the  wealth 
and  strength  of  the  United  States,  and  of  their  independence  of  foreign 
nations.  More  thnn  anything  else  has  this  |)r()(luet  made  other  nations, 
even  the  most  powerful,  dependent  on  tlu;  "  United  States  of  Amer- 
ica." More  than  any  other  article,  nay,  more  than  all  of  other  ngri- 
cultural  products  united,  has  cotton  advanced  the  navigating  and  com- 
mercial interests  of  the  eastern  Atlantic  St;ites,  and  of  the  whole  Union. 
It,  more  than  any  other  agricultural  product,  has  cherished  and  sus- 
tained those  interests,  not  merely  by  its  direct  contributions,  but  by 
awakening  commerce  in  other  countries,  trom  whicii  tiieyhave  received 
profitable  emplo\  iiient.  Neither  the  whale-fisheries  nor  the  mackerel 
and  cod-fisheries  have  been  of  the  same  importance  and  value  to  those 
interests  as  the  annual  cotton  crop  of  the  United  States  (since  the  war 
of  1812)  has  been  li)r  its  transportation  coastwise,  and  exportation  to 
foreign  countries.  Like  the  light  and  heal  of  the  sun,  the  gtiuial  efiects 
of  this  in(»stimable  blessing,  which  Providence  hath  bestowed  upon 
this  favored  people,  reach  ever}-^  portion  of"  the  land.  They  extend  to 
every  city,  and  t(jwn,  and  village,  and  hamlet,  and  tiirm-house — to  the 
ship,  to  the  .steamboat,  to  the  canal-barge,  and  to  the  railroad. 
Throughout  the  length  and  bn-adth  of  this  vast  empire,  there  is  not  a 
tenement  in  which  manufactures  of  this  ])rodui't  are  not  t()un(i.  In  the 
sacred  temples,  in  the  fialls  of  jusliee  and  of  legislation,  in  the  count- 
ing-house, in  the  workshop,  in  lh(;  stately  mansions  of  the  rich  and 
lowly  dwellings  of  th(i  poor,  wheresoi'ver  man  resorts,  may  they  he 
seen.  Cotton  is  timnd  in  the  silken  tapestries  and  decorations  of  the 
fashionable  |)arlor,  and  it  contributes  more  to  various  articles  in  less 
costly  tinnished  apartments.  It  is  used  in  the  luxurious  couch  ol'  the 
afiluent,  and  in  the  pallet  of  the  indigent.  Kvery  trade,  calling,  occn- 
j)ation,  prolession,  and  interest — all  classes,  in  all  seasons,  and  at  all 
limes — in  the  United  States,  need  and  use  manulacturts  ot"  cotton,  in 
habiliments  fi)r  the  person  and  otiierwise,  in  ways  as  various  as  their 
wants.  The  (alitor  in  his  gazette,  thi"  author  in  his  book,  the  lawyer  in 
his  biiel",  and  all  in  llieir  correspoiidenee,  use  [)aper  made  from  eollon. 
And  not  only  have  cotton  and  m.inutiietnres  from  it  entered  into  and 
become  iiidispensabj(!  to  the  conveiiienee  and  eomli)rls  ot'the  peo[)le  of 
the  United  Stales — not  only  has  tliis  boon  from  the  Giver  of  all  goixl 
to  less  than  a  third  ot"  the  States  ol"  the  Union  b(ien  the  prim.ary  and 
copious  fountain  from  whicli  has  (lowed  the  ehiei"  portion  ot"  the  vast 
aggregated  wealth  of  the  conlederac}' — not  only  has  it,  for  at  least 


COLONIAL   AND   LAKE    TRADE. 


755 


Rnce,  and  that 
if  Providence, 
laracter.  Not 
)n-iiel(ls  of  the 

I  the  south,  in 
,vcll  as  the  At- 
It  promotes 
re  cotton  is  not 
tli('  mechanic, 
[■  the  merchiint 
irvvvhere  it  has 
of  the  wealth 
lence  of  foreign 
e  other  nations, 
Ittites  of  Amcr- 
l  of  other  agri- 
;ating  and  coni- 
le  whole  Union, 
rished  and   sus- 
ibutions,  but  by 
V  iiavc*  received 
iV  the  miU'korel 
(1  vjihie  to  thoso 
s  (since  the  war 
d  (jxpoitation  to 
he  geniid  etli'cls 
)(\sto\ved   upon 
Tli(>y  extend  to 
m-liouse — to  i1h> 
tlie    raih'oad. 
c,  there  is  not  u 
I  found.     In  tin' 
)n,  in  the  (.'ouiil- 
the   rich  iind 
may  they  he 
corations  of  tli(> 
articles  in  less 
us  couch  ot  tho 
calling,  occu- 
isons,  and  at  all 
res  of  colton,  in 
various  as  ilicir 
)k,  the  la\vy<M-  in 
idi!  from  cotton, 
filtered  into  iUid 
of  the  people  of 
iver  of  all  good 
Lhe   primary  and 
)rtion  of  the  vast 
it,  iijr  at  least 


forty-seven  years,  done  more  than  all  else  to  enable  us  to  attain  our 
present  advanced  position  as  a  commercial  people,  equalled  but  by 
one  nation, — but,  unless  it  is  forbidden  by  a  greater  than  earthly  power 
we  shall  ere  long,  chiefly  by  the  increase  of  the  cotton  crop,  hold  suprem- 
acy over  her.  The  aggregate  of  our  cxiiortations  of  raw  cotton  since 
1821,  including  that  year,  is  upwards  of  one  thousand  five  hundred  and 
thirty-nine  millions  of  dollars,  according  to  the  Treasury  returns  ;  and 
whenever  the  increased  wants  of  f!)reign  countries  require  an  increased 
supply,  the  quantity  of  at  least  one  thousand  and  three  hundred  mil- 
lions of  pounds,  which  hereafter  will  probably  be  produced  annually 
for  foreign  and  home  consumption,  can  be  augmented  to  meet  the  full 
demand,  and  still  further  increased  tor  many  successive  years.  Wc 
possess  the  resources  in  land  and  labor  to  supply  the  whole  world ; 
and,  after  retaining  all  that  is  required  for  our  own  consumption,  it  may 
be  anticipated  that  hereafter,  whilst  we  are  blessed  with  peace  and 
fair  crops  and  prices,  our  annual  crporintions  will  not  be  less  in  value 
than  one  hundred  millions  of  dollars.  With  this  we  can  in  a  few  years 
extinguish  our  foreign  debt,  both  public  and  private,  and  amply  supply 
ourselves  with  all  the  necessaries,  comforts,  conveniences,  and  luxuries 
of  other  countries  which  we  do  not  yet  produce  cheaply  or  in  abun- 
dance. 

There  are  other  important  results  of  the  cotton  crop  of  the  United 
States  deserving  notice.  There  is  one  that  must  suggest  and  commend 
itself  to  all  acquainted  with  the  subject,  and  especially  to  the  wise  and 
intelligent  statesman  who  looks  beyond  the  generation  in  which  he 
lives,  and  above  the  atmosphere  of  party,  upon  which  comment  is 
omitted  in  this  paper,  lest  the  restrictions  referred  to  in  the  first  para- 
graph might  be  considered  by  some  as  violated. 

But  there  are  two  influences  of  this  product  (both  moral  and  po- 
litical, rather  than  pecuniary)  which  should  not  be  overlooked.     The 
Jirst  relates  to  our  own  country  exclusively,  th(i  second  to  its  position 
with  other  nations. 

The  influence  of  the  various  "  cotton  interests  "  in  every  section  of 
the  confederacy  in  strengthening  the  bonds  and  bands  of  that  federal 
union  of  the  thirty-one  States  which  constitutes  our  strength,  and  glory, 
and  pride — its  pow(M-  in  insuring  the  maintenance  of  the  federal  com- 
pact inviolate,  and  the  maintenance  of  the  laws  of  the  land  enacted 
under  it — that  influence  which  unites  the  promptings  and  also  the  re- 
straints of  self-interest  with  those  of  patriotistn — is  neither  light  nor  tran- 
sient. It  is  potent  and  permanent.  Cogent  and  satisfying  to  every 
true  American  are  its  teachings  that  no  "  section"  of  this  confederacy 
is  the  rival  of  any  other  "  section,"  except  in  j)atriolic  efiorts  to  ad- 
vance ihe  welfare  of  their  common  country.  Their  natural,  and  right- 
ful, and  legitimate  interests  do  not  clash  ;  and  all  are  best  promoted  by 
aiding,  sustaining,  sup}H)rting,  and  cherishing  each  other.  If  any 
would  maintain  the  false  ik)ctrine  that  a  "  section"  or  even  a  single  State, 
may  justly  have  its  etpiality  reduced,  its  rights  and  interests  disregarded 
and  broken  down,  or  that  the  local  interests  of  one  section  maybe  pro- 
moted at  tlu>  expense  of  any  other  of  inferior  numerical  strength ;  and  if, 
unrestrained  by  the  federative  compact,  they  should  attempt  the  enforce- 
ment of  such  principles. — when  the  time  comes  lor  practical  action,  the 


I' 


"s>: 
$:  1 

P5  ' 


''si 


^ 


^i 


756 


ANDREWS     REPORT    ON 


■1 


conservative  influences  above  adverted  to,  in  all  sections,  may  be  relied 
upon  ibr  the  administration  of  a  rebuke  whicli,  though  it  tails  to  con- 
vmce  the  misguided  of  their  error,  will  not  be  the  less  withering  in  its 
efJects  upon  them,  or  the  less  powerful  in  upholding  right  and  in  the 
preservation  of  concord  and  union. 

With  respect  to  foreign  nations,  it  cannot  be  denied  that  by  means  of 
our  cotton  crop  we  have  contributed  to  the  necessities  and  wants  of 
millions  of  the  people  of  other  lands  ;  we  have  created  employment  for 
their  manuficturing  laborers ;  we  have  done  much  to  ameliorate  the  con- 
dition and  alleviate  the  sufferings  of  all  the  oppressed  and  impoverished 
working  classes  of  the  old  countries,  and  added  to  the  sum  of  human 
comfort  and  happiness  more  than  any  other  people  within  the  last  half 
century.  And  it  has  not  been  a  theoretic  principal,  a  transcendental 
abstraction,  or  a  Utopian  scheme  of  "  liberty,  equality,  and  fraternity" — 
a  cheat,  like  "  Dead-sea  fruits,  that  turn  to  ashes  on  the  lips" — that 
we  have  bestowed  upon  them  ;  but  actual,  practical,  real,  tangible,  sub- 
stantial comforts,  apparent  to  the  corporeal  senses.  And,  still  more, 
by  it  we  have  been  given  effective  means  of  check  and  restraint,  and, 
if  need  be,  of  coercion  too,  as  to  the  governments  of  those  nations  who 
have  become,  and  must  continue  to  be,  dependent  upon  the  southern 
States  of  this  confederacy  for  the  supply  of  cotton  wher«;with  to  provide 
employment  lor  millions  of  their  working  men,  women,  and  children, 
and  wherewith  to  obtain  raiment  for  all  classes — idle  and  laboring,  rich 
and  poor.  The  necessity  tor  such  supply,  and  the  dependence  upon 
the  United  States  for  it,  is  valuable  surety  tor  "  the  peace  and  good 
behavior"  of  those  governments  towards  this  country,  and  towards  all 
others,  in  "  the  peace  of  God  ;"  and  it  is  also  some  guaranty  against 
outrage  or  oppresssion  in  their  own  househ(jld. 

The  true  policyof  this  confederacy,  dictated  alike  by  interest  and  by 
duty,  is  to  cultivate  friendly  relations  with  every  other  people.  All 
that  we  enjoy  we  hold  from  the  bounty  of  the  great  Ruler  of  nations 
and  to  fulfil  his  all-wise  purposes.  Those  who  suppose  our  high  mis- 
sion is  inconsistent  with  the  sacred  precept,  "on  earth  peace,  good  will 
towards  men,"  are  in  error.  Insults  may  be  repelled,  wrongs  redressed, 
and  justice  executed,  without  violating  tins  rule.  Until  the  people  of 
these  confederated  sovereignties  cease  to  deserve  the  blessings  oi"  civil 
and  religious  freedom,  the  federal  government  cannot  be  transf()rme(l 
into  a  consolidated  military  republic,  which  niay,  when  incited  by  lust 
of  conquest,  wield  its  mighty  power  to  ravage,  despoil,  conquer,  or  sub- 
jugate other  nations.  An  illustrious  chief  magistrate  years  since  pro- 
claimed that  "  a  fixed  determination  to  give  no  just  cause  of  offence  to 
other  nations"  was  a  cardinal  rule  in  the  administration  of  the  federal 
government;  and  he  also  said  that  "with  tliis  determination  to  give  no 
offence  is  associated  a  resolution,  ecjually  decided,  to  submit  to  none." 
Illiberality,  displays  of  hostility,  and  officious  intermeddling  in  our  affairs, 
may  engender  ill  feelings,  and  provoke  to  recrimination  and  retaliation, 
and  cause  collisions ;  but  in  their  career  to  the  consummation  of  the 
high  destiny  awaiting  the  American  people,  if  they  do  not  forfeit  it  by 
misconduct,  they  should  rigidly  adhere  to  the  rule  just  quoted,  and  to  the 
other  injunction  by  the  same  high  authority — to  "ask  for  nothing  that 

IS  NOT  CLEARLY  BIGHT,  AND  SUBMIT  TO  NOTHING  THAT  IS  WRONG." 


,  may  be  relied 
1  it  tails  to  con- 
withering  in  its 
ight  and  in  the 

lat  by  means  of 
1  and  wants  of 
smployment  for 
aliorate  the  con- 
id  impoverished 

sum  of  human 
hin  the  last  half 

transcendental 
nd  fraternity" — 
1  the  lijis" — that 
i\,  tangible,  sub- 
And,  still  more, 
d  restraint,  and, 
lose  nations  who 
pon  the  southern 
ewith  to  provide 
»n,  and  children, 
ind  laboring,  rich 
iependence  upon 
peace  and  good 
,  and  towards  all 
guaranty  against 

^  interest  and  hy 
ler  people.     All 
luler  ol'  nations 
)se  our  high  mis- 
leace,  good  will 
irrongs  redressed, 
Lil  the  people  of 
blessings  of  civil 
)t  be  transformed 
n  incited  by  lust 
coiuiuer,  or  sub- 
years  since  pro- 
listi  of  oflence  to 
on  of  tlu!  federal 
nation  to  give  no 
submit  to  none." 
ing  in  our  affairs, 
n  and  retaliation, 
ummation  of  the 
not  forfeit  it  by 
noted,  and  to  the 

(R  NOTHINO  THAT 
IS  WRONG." 


COLONIAL   AND   LAKE    TRADE. 


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758 


ANDREWS     REPORT   ON 


Statancnt  of  the  value  of  cotton  goods  of  foreign  manufacture  exported  during 

the  year  ending  June  30,  1 852. 


Exported  to- 


Danish  West  Indies , 

Hanse  Towns 

England • 

Scotland 

British  Honduras 

British  West  Indies 

British  American  colonics. 

Canada  

France < 

Cuba 

Porto  Rico 

Hayti 

Mexico 

Central  America 

New  Grenada 

Venezuela 

Brazil 

Chili 

Peru 


China 

Africa 

South  seas  and  Pacific  ocean. 

Total 


FOREIGN  COTTON  OOODS  EXPORTED. 


Printed  & 
colored. 


$2,748 

4,210 

26,344 

12,365 

95 

12,513 

23,204 

120,383 

750 

3.176 

370 

29,983 

196,535 

1,671 

1,003 

422 

4,783 

6,856 


White  & 
uncolored, 


4,963 


452,374 


t>22,570 


736 

22,418 

108,711 


812 


All  other. 


223,196 
1,222 
1,453 


9,9.50 
1,699 
7,146 


1,302 


401,215 


$550 

225 

2,430 

326 


3,052 

5,686 

37,889 


15,396 


1,310 

65,095 

786 

3,936 


460 
172 


882 


Total 
value. 


$3,298 

4,435 

51,344 

12,691 

95 

16,301 

51,308 

266,983 

750 

19,384 

370 

31,293 

484,826 

3,679 

6,392 

422 

5,243 

16,978 

1,699 

7,146 

883 

6,265 


138,195  1      991,784 


\t ' 


?rportcd  during 


OS    EXPORTED. 


other.  I     Total 
value. 


$550 

225 

2,430 

32G 


1,310 

65,095 

78G 

3,93G 


4()0 
172 


882 


P,298 
4,435 
51,344 
12,691 
95 
16,301 
51,308 
266,983 
750 
19,384 
370 
31,293 
484,826 
3,679 
6,392 
422 
5,243 
16,978 
1,699 
7,146 
882 
6,265 


991,784 


00 


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CO 

s 


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COLONIAL   AND   LAKE    TRADE. 


759 


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tr  3j 


COLnNIAL   AND    LAKE    TRADE. 


761 


•  •000) 

•  t     *- 

•  .to 


3 


Specification  of  exports  nf  foreign  cotton  manvfnctnres. 


~i — 

.     .     ■  1- 

\ 

CD 

.    .    .o 

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.    •    •«» 

t- 

#>      1 

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CD 

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53    ■ 
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35' 

00 


I- 

o 

to" 

m 


1 

1821 

1623 

1823 

1824 

1825 

1826 

1827 

1828 

1829 

1630 

1831 

1832 

1833 

1834 

1835 

1836 

1837 

1838 

1839 

1840 

1841 

1842 

1843* 

1844 

1845 

1846 

1847 

1848 

1849 

I85U 

1851 

1852 


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;  d 


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IS 


#379,701 

572,626 

1,206,502 

1,544,2;)! 

1,105,252 

1,032,381 

964,904 

1,402,103 

751,871 

905,028 

1,746,442 

1,094,412 

1,352,286 

1,818,578 

2,308,636 

1,975,156 

2,103,527 

826,111 

945,636 

838,553 

574,503 

502,072 

251,808 

278,434 

281,775 

290,28'J 

372,877 

640,919 

424,941 

274.559 

440,441 

452,374 


o 


a 


S.2 


ie 

H 


c 
e 


a 

■4! 
>  . 


!    < 


ns 

O 

a. 

H 


$320,302 
341,371 

520,506 

608,068 

705,339 

682,407 

495,188 

406,623 

302,435 

475,171 

973,774 

782,356 

710,193 

788,031 

1,193,391 

666, H71 

352,591 

246,312 

233,927 

183,468  I 

127,228 

110,069 

33,998 

90,381 

162,599  I 

357,047 

83,715 

487,456 

81,690 

44,724 

132, 020 

401,215 


*46,311  ! 
74,462  : 
46,788  I 
44,988  i 
42,222  \ 
57,104 
57,015  ' 
62,775  i 
45,937  I 
43,649  ! 
33,994  I 
16,689  ! 
41,360  ! 
14,746 
12,916  ! 
13,632 
15,943  : 
4,429 
4,881  '\ 
4,325  I 
2,455 
1,780 


»6,532 

8,817 

24,767 

8,474 

9,412 

34,862 

63,413 

46,736 

27,656 

58,335 

70,254 

29,026 

134,229 

66,403 

87,0«9 

78,176 

86,756 

29,768 

34,082 

53,0;f0 

198,996 

208,11)3 

15,028 

24,958 

10,922 

8,482 

3,808 

40,783 

7,718 

21,023 

20,546 


!&874,608 

741,882 

865,518 

321,204 

443,271 

336,295 

230,448 

324,274 

397,033 

348,526 

237,330 

185,945 

112,718 

105,477 

55,201 

16,456 

24,874 

25,380 

16,246 

5,630 

4,404 


:i^::L 


^94,870 

65,683 

38,073 

18,015 

43,723 

.55,310 

144.043 

167,573 

149,155 

48,716 

19,526 

12,328 

74,310 

11,189 

12,458 

9,176 

7,982 

12,129 

2,901 

44,802 
15,612 
25,7.35 
26,742 
46,. 308 
63,8.'J8 
.59,010 
138,195 


$1,581,143 

1,664,696 

2,617,293 

2,481,977 

2,404.455 

2,226,090 

1,838,814 

2,242,739 

1,564,940 

1,989,464 

3,228,858 

2,322,087 

2,. 504, 518 

2,866,854 

3,697,837 

2,765,676 

2,683,418 

1,1.53,-506 

1,255,265 

1,103,489 

929,056 

836,892 

308,616 

404,648 

.502,553 

673,203 

486,135 

1,216,172 

.571,082 

427,107 

677,940 

991,784 


*Nine  months. 


*<•, 


n 


I 


p  li 


!• 


■!l  t 


n. 


762  Andrews'  report  on 

Domestic  manufactures  of  cotton  exported  from  the  United  Sfates. 


Years. 


1826. 
1827. 
1828. 
1829. 
1830. 
1831. 
1832. 
1833. 
1834. 
1835. 
18.36. 
1837. 
1838. 
1839. 
1840. 
1841. 
1842. 
1843* 
1844. 
1845. 
1846. 
1847. 
1848. 
1849. 
1850. 
1851. 
1852. 


Printed  and 
colored. 


$68,884 
45,120 
76,012 
145,024 
61,800 
96,931 
104,870 
421,721 
188,619 
397,412 
256,625 
549,801 
252,044 
412,661 
.198,977 
450,503 
.385,040 
.358,415 
385,403 
516,243 
380,549 
281,. 320 
.351,169 
466,574 
606,631 
,006,561 
926,404 


White. 


ft82 1,629 
951,001 
887,628 
981,370 
964,196 
947,932 
1,052,891 
1,802,116 
1,756,136 
2,3.')5,202 
1,950,795 
2,043,115 
3,250,1.30 
2,. 525, 301 
2,925,257 
2,324,839 
2,297,964 
2,575,04".; 
2,298,800 
2,343,104 
1,978,331 
3,345,902 
4,866,5.59 
3,955,117 
3,774,407 
5,571,576 
6,139,391 


Twist,  yarn, 
itc. 


Niuikcens.   |    Not  spoci- 
!        ficd. 


1)11,1.35 
11,175 
12, .570 
3,849 
24,744 
17,221 
12,618 

104,3;)5 
88,376 
97,808 
.J2,765 
61,702 

168,021 
17,465 
31,445 
43,503 
.37,. 325 
.")7,3]2 
44,421 
14, .379 
81,813 

108,1.32 

170,6.13 
92,. Wo 
17,405 
.37,260 
34,718 


$8,903 

14,7.50 

5,149 

1,878 

1,093 

2,397 

341 

2,054 

1,061 

400 

637 

1,815 

6,017 

1,492 

1,200 


1,174,038 

848,989 
8,794 
2,. 365 
3,203 


y227,.'>74 
137,368 

28,873 
127,336 
266,3.')0 

61,832 

58,854 
202,291 

51,802 
7,859 

14,912 
175,040 

82,543 

18,114 
192,728 
3((3,701 
2.50,.301 
232,774 
170,156 
280,164 
2.'-|5,799 
338,375 
.327,479 
415,680 
335,981 
625,808 
571,638 


Total. 


«1, 138,125 
1,159,414 
1,010,232 
1,259,4.57 
1,318,183 
1,126,313 
1,229,.574 
2,.532,517 
2,085,994 
2,858,681 
2,255,734 
2,831,473 
3,758,755 
2,975,033 
3,549,607 
3,12'2,546 
2,970,690 
3,223,.550 
2,898,870 
4,327,928 
3,545,481 
4,082,523 
5,718,205 
4,933,129 
4,734,424 
7,241,205 
7,672,151 


•Nine  months. 

Note. — Previous  to  182G  tlic  published  treasury  statements  do  not  specify  these  exports 
as  above. 


4 

«1, 138,125 

8 

1,159,414 

a 

1,01(),232 

« 

1,259,457 

1) 

1,318,183 

>> 

1,126,313 

4 

1,229,574 

1 

2,532,517 

12 

2,085,994 

■)!> 

2,858,681 

12 

2,255,734 

11) 

2,831,473 

43 

3,758,755 

14 

2,975,033 

28 

3,549,007 

01 

3,122,546 

01 

2,970,090 

74 

3,223,550 

5fi 

2,898,870 

64 

4,327,928 

!)!» 

3,545,481 

75 

4,082,523 

179 

5,718,205 

)8(» 

4,933,129 

>81 

4,734,424 

M)H 

7,241,205 

538 

7,672,151 

lecify  those  exports 


COLONIAL    AND    LAKE    TRADE. 


t^  %  ^  ''^  fJ*  ^  iG  *'i  ^^  'f'  ^*  '1  ^f"-  ^  *"  '^*  <^  *^  'f  *^  '^i  c»  '7*  tt  z  ^  '^  it  i"  >.-;  *c  ^ 
»h  d  55  -f  <>* «  ^  -4  — '  §  '7  Jl  lA  -f  S  c  «  fih  oU-i  it*  i  I- »-.  CI  ?^  ti^  7  t  iT.  w  ^ 


5.  ^  5  C  *r  Si  *"  -  :i  !i"  ^  *  ^  -■  •:?  ^  i'  ^'  ^*  *r  ^  ?■  "^  *p  ^t  •'•  f  f-  «i  =5  ^-  o* 

*- «  ^  i«  M^  ©  ?-t  Ci  -^  c  »- 1  -  ■^  CO  -i  o  SS  ^  cc  ■/  r?  o  <7. 5  -f  01  -ri  X)  d  to  r-  f- 
^  ^  <x  '^  ^  w^  ot  ^t  '^  ':j  *P  q^  to  o}  ft  'Z  i.i  ^  i  'yt  t *  ^  rf  ^  &t ' /,  ■z  fs  '■^  tTi  li  ■^ 


iA  t^i  t^  tc  'S}  w  '^  t.'i  t^  z  '^t  Oi  tK  -^  'i^  ff*  ''f^  »Z*^  Ci  •>%  t'  Ci  *o  *'^  a»  tO  '^  'r  *c  f^^  ^ 
iM  w  *  "f  «  "t  <c  ^  irt  t-  an^  Oi  /  C4  "i  ^  Ci  w  »-  ?i  'f  /"  "-■  ec  c  r- »-  (>i  -t  t-  o 


34"  55  o  w  ei  r-  —  I-  --  -ri  I-  trS  o  ci  e>  /  ■?!  M  ffi  ^  ^  m  5  i'  ►^  '^T  -  »3  ■? 


«Oi7S 


»-•  c/t)  «■  w  '-o  ■^  "C  '■r  (c  <?i  *x  --t  »ri  c  t-  cc  I-  o  <N  X'  »rt  ■^  c  'J"  ff<  •/'  tr  ^i  */■  91  c  ^ 

-•  tj" -^  oT  i?f  o  r  <r  w^ '^^' ''^^ —"'''—' <^' '*"  w^  ^'^'^  •- "^  *- ^ 

O  O  9»  ■■'^  y?  Oi  "Q  <**  Ci  "  c  CI  w^  CM*  V  o  —  I-  o  C'l  *?!  -M  r:  o  ri*  cc  c  -4  tc  « »© 
«  CO  3n  ^  X  yci  o  -^  •t  cc  r^  c>  T-t  fr- 1*  M  c*  CO  I--  oc  *a  ?o  T-i  6i  ^  fr.  w  5  c»  tt  CO  I* 


^^^t-"i-i^^r-t-<^r-.-i©»»-r-4^i-ir^i-«r^<N«eiC0WC0«Oi'^k-'^C0 


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§  a  s  s  §  s  s  g:!'?  s  a ;;' §  9  3  c  sVs  5  aWs  ?  3  sVs  PS  s 


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ANDRBWfl'    nBPORT   0!f 


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■^  t-  ^  iji  a  »*  ^  ■'/)  c  «c  <ia  f  '^  <r  I- oj  -M  ■ .  _  «c  t  -  o  WN  tc  CO  ■^  tft 'J"' e-i  ^  eo 
cc  /  t/->  I-.  r-  r  >??  »-  -r  w  o  Ti  —  o  to  —  =*  ?i  ?i  /  1" »- 1^  /'  ■■.  I-  —  -*■  c*  *d  •t  k-s 


c<  t^  «  •?<  T'  *>*  CI  e»  o*  ep  CO 


COLONIAL   AND   LAKE    TilAUB.  765 

Bullion  and  specie  imporltd  into  and  v.xporlcd  from  the  United  States. 


Teara  endinfr — 


8«ptembor30 1821 

1H22 
18!23 
1894 
1835 
1836 
1837 
1828 
1829 
1830 
1)931 
1H32 
1833 
1834 
1835 
183(i 
1837 
1838 
1839 
1840 
1841 
1843 
9  montha  to  Juno  30. .  1843 

Year  to  June  30 1844 

1843 
I84G 
1847 
1848 
1849 
1850 
1851 
1852 


ToUl. 


Iin|utrtcil. 


Kxporttnl. 


$8,nfi4,8no 
3,3G!),84(> 
5,097,8% 
8,379,835 
6,150,7fi5 
6,880,96() 
8,151,130 
7,489,741 
7,403,f.I2 
8,155,964 
7,305,945 
5,907,504 
7,070,3G8 
11,911,(332 
13,131,447 
13,400,881 
10,516,414 
17,747,ll(i 
5,595,176 
8,882,813 
4,988,633 
4,087,016 
22,320,335 
5,830,429 
4,070,242 
3,777,732 
24,121,289 
6,360,224 
6,651,240 
4,628,972 
5,453,981 
5,503,544 


274,407.398 


$10,478,059 
10,H10,180 
6,372,987 
7,014,552 
8,797,055 
4,704,553 
8,014,880 
8,243,476 
4,924,020 
2,178,773 
9,014,931 
5,656,340 
2,611,701 
2,076,758 
6,477,775 
4,324,336 
5.976,249 
3,.'i08,046 
8,776,743 
8,417,014 
10,034,332 
4,813,-539 
1,520,791 
5,4.')4,214 
8,606,495 
3,905,268 
1,907,739 
15,841,620 
5,404,648 
7,. 532, 994 
29,465,752 
42,674,  l.'«5 


Iin|><iri.'n  nvor 
f'xportiitioii. 


11,365,283 

"ai  176^4.33" 
136,250 


3, 479,. 592 
5,977,191 


251,164 

!   4,4.58,667 

15,8J4,874 

6,6.')3,672 

9, 076,. 545 

4,540,165 

14,239,070 


465,799 


20,799,544 
376,215 


22,313,550 
1,246,592 


Kxport'ii  over 
itii|iortiition. 


265, .529. 935       112,290,606 


412,413,169 
7,440,334 
1,275,091 


3,646,390 
"753,735 
1',  708*  986 


3,181,567 


5,045,699 
726,523 


4,536,253 
127,536 


9,481,396 


3,894,303 
24,011,771 
37,170,591 


103,413,143 


'I 


Tho  total  (iiflvronca  iiincc    1821  ii»  |8,877,463  i-xco<w  of  importation  over  exportation. 
Prior  to  1651,  tlie  Mmo  difleronco  was  |70,059,825. 


J  i; 


766 


ANDREWS      REI'UUT    OH 


STATEMENTS  OF  THE  COMMERCE  OF  THE  ATLANTIC  STATES  AND  CITIES. 

It  lias  been  tlioiiglit  [jropcr  to  j)liicc  on  record,  uiuler  this  head,  a  tew 
general  statements  ilUisHjitivc  of  the  eoinineree  and  navigatiDn  of  our 
prineipal  Alhinlie  [unU  with  Icuciyn  countries,  in  a  i-onvj-nient  t'oriu  l()r 
comparison  with  the  aggregate  of  the  United  States,  the;  internal  com- 
merce and  navigation  ot"  this  contedrracy,  and  with  that  of  any  or  all 
l()reign  countries  in  the  world.  To  this  end,  some  staietuenls  lelating 
to  the  aggregate  commerce  and  tonnage  of  the  United  States  are  also 
appended.  These;  statejuents  are  of  an  entirely  reliahle  characi('r,  most 
of  them  having  been  derived  from  oIKcial  sources. 

It  was  under  contemplation  to  prepan;  specific  notices  of  each  of  the 
more  ])romin«'nt  of  tlie  i-ommercial  cities  of  the  seahoartl  li>r  this  por- 
tion of  the  report;  but,  u[)on  a[)plication  being  made;  at  the  several 
points  lor  the  retjuisite  statistics,  and  tla^  discovery  of  the  entire!  absence 
of  such  accounts  as  might  i()rm  a  proper  basis  on  which  to  calcuhi'- 
tLe  value  of  the  coasting  and  iidand  or  domestic  trade  centring  at  tli' 
several  ports,  it  has  been  judged  best  not  to  m.'ike  the  attempt. 

Th(!  trade  of  IVew  York,  IJoston,  and  New  Orleans  receiv«'f  ,i  linger 
(juotu  from  the  interior  than  any  other  cities  of  the  seaboard.  'I'lils  is 
owing  to  the  fact  ot"  their  better  natural  and  artificial  communication 
with  that  region  lying  between  the  Alleghany  and  Rncky  ridges.  The 
communication  ol  the  rest  of  th<'  Atlantic  cities  with  the  interior  couJi- 
try  has  been  chiclly,  /»(hrr(o,  with  that  portion  lying  rust  and  south  of 
the  Alleghany  ridge,  and  by  means  of  railways  and  navigalde  rivers. 
It  will  be  seen  that  by  far  the  largest  t()reign  trade  is  enjoyed  by  New 
Y(irk — the  next  in  value  of  imjxtrtations  being  IJoston  ;  and  in  value  of 
cxportations.  New  Orleans.  The  l()reign  exports  of  IMiiladelphia  and 
Baltimore  are  made  u))  principally  cf  domestic  manufactures,  i()r  the 
producing  of  which  tli(_)  possess  facilities  seldom  surpassed,  and  of  the 
agricultural  producliius  (»l  the  States  ot"  which  they  are  respectivi.'ly 
the  conmiercial  capitals,  and  of  Virginia,  or  rather  those  portions  of 
these  several  States  lying  east  of  the  Alleghanies.  Their  importations 
are  chiefly  lin^iited  to  the  more  bulky  and  (;heii|»er  of  such  t()reign 
fabrics,  or  mat<'rials  and  productions,  as  inc-urthe  least  risk,  and  as  are 
most  wanted  by  those;  classes  fi)r  whom  they  export — the  richer  and 
Ihier  articles,  to  which  greater  risk  is  attached,  being  generidly  pur- 
chased of  manulacturers'  agents,  at  the  larger  important  cities. 

The  southern  I'ities  have;  a  large  ll)reign  liiid  coastwise  cjport  trade, 
for  the  reason  that  the  lal)or  in  that  jjortion  olth'  lomitry  is  princi])ally 
confined  to  the  production  of"  those  articles  for  V'.  •  '  'hert;  i.,  a  futi 
home  demand.  The  pcoj)lc  of  South  Can 'in  ',  :.jr  ...ample,  are  chiefly 
devoted  to  the  production  of"  cotton  and  ric(^  and  the  exports  from 
Charh'ston  are  |)rincipally  made  up  of  these  articles.  The  same  may 
be  said  of  Georgia,  with  respect  to  cotton  more  particularly,  and  the 
k-xport'-  from  Savannah.  Both  of  these  ports  have  excellent  harbors, 
o»  ,  ;,y  entrance  and  the;  trade;  of"  Savannah  is  rapidly  increasing.  .lust 
hciow  '.'ic  city  .'-ome  obstructie»ns  e-xist  in  the;  Savannah  river,  caused  by 
tiie  sinking  of  xi'Srie-ls  eluring  the;  war  of  1812  and' 15  to  pre-vent  the 
Britijii  from  reaching  and  destrejying  the  city.  Tlu\se  are  abe)ut  being 
removed,  and,   when  their  removal  is  accomplished,  vessels  of  licavy 


COLONIAL    AND    LAKB    TRADR. 


767 


AND  CITIES. 

hrnd,  a  tew 
ation  of  our 
lonl  form  for 
lUTiiiil  coin- 
>f  any  or  all 
r-tiis  1  elating 
dva  arc  also 
iracicr,  most 

if  each  of  the 
for  this  [)or- 
L  the  several 
iitire  absence, 
to  calculiHf 
ntring  at  th' 
Mupt. 

•iver  .1  l;uger 
ard.     Tliis  is 
)mmunicatinn 
ridges.    Tlie 
inUTior  coun- 
and  south  of 
/i<i;;d(lf  livers, 
ioyed  hy  New 
id  in  valu(>  of 
adelpliia  and 
ctures,  for  tlie 
(1,  and  of  the 
!  respectively 
se  portions  o[' 
r  importations 
such   foreign 
sk,  and  as  are 
the  richer  and 
reiierally   jjur- 
cities. 
cJixirl  trade, 
is  principally 
re  is     .   a  full 
)le,  are  chiefly 
xports  from 
he  same  may 
arly,  and  the. 
Uenl  harbors, 
.  _asin<^.    .Inst 
ver,  caused  by 
to  prevent  the 
c  about  being 
sscls  of  heavy 


dr.'mght  can  proceed  safely  to  the  wharves  at  the  c.\ly.  These  south- 
ern cities  import  largely  of  northern  maiuifai-tures.  A  statement  fairly 
exhibiting  the  m  vriucnt  of  merclamdise  consfwini:  wmM  uliow  a  ilo- 
nieslic  importation  into  iIk*  southern  cities  having  a  much  in  ;ir<;r  ratio 
than  the  l!»reign  importaiions  to  their  exp«)rt  trade.  While  a  greeitei 
portion  of  the  coll'  "f  the  soulli^tn  States  is  exported  Ikiih  ihrir  <)'\vn 
ports  directly  to  Kur(>[)e,  (Ik^  returns,  either  in  niouey  or  meriU:mili«te, 
nre  rec(uved  prin  'pally  through  New  York — which  cx[)hiiiis  *atistiicto- 
rily  the  excess  of  imports  over  the  ex|'  »rts  of  that  city. 

The   citii'S  of  lialtimnf  •,   Charh\stoii,   and  iS;ivannah  liiainlain  their 
communications  with  the  interior  principally  by  railway;  ami  Mobile 
by  the  Mobile  river  and  its  tributaries.     These,  like  tho  northern  cities, 
are  pushing  lines  of  railway  into  the  heart  of  thee  uutry.     The  rcswlts 
which  arc;  to  tiillow  the  construction  of  such  work>  remain  to  be  seen  ; 
and  it  is  acpiesiiou  worthy  of  grave  ccmsidrration  whether  these  routcn 
are  not  calculated  to  eflJ'ct  remarkable  cliangi  ;♦  in  tlu;  direction  of  our 
interior  commeri'c,  which,  up  to  the  pr(>sent  time,  \\:\<  of  necessity  been 
eonrnied  to  ti-w  ;  and  whether  an  apparent  monopoly  which  has  Ix'cn 
cnjoved  by  twct  or  thr<'e  citii'S  is  not  to  iK'cotne,  when  conmierce    hall 
be   liberated   from  the  chaniu^ls  of  necessity,  'he  connnon  [)ropertvof 
idl.     In  any  event,  there  can  be  no(|ucstion  as  lo  the  goodellict  wliicli 
the  works  referred  to  will   hav<;  upon  the  busiu>ss  of  the  ports  where 
tliev  terminat*'.     By  opening  a  market  to  exit  !isiv(^  tracts  of  country 
previously  inaccessible,  the  producing  area  musi  be  largely  increased  ; 
and  lh<'  productions  will  naturally  liillow  lliese  railways  to  a  market  for 
shipment. 

Ndtk. — Tiio  city  of  Savniiiiiili  Ima  also  tiio  t'lnu  river  '>f  tlio  -anio  name,  wliicli  divides 
(JuDrttiii  from  Soutli  (Jirolina,  navifjablo  by  stoiimiioatH  nearly  !2li'i  miles  wrstwardly  ;  ind 
CImrlt'stdii  liiiH  trilnitary  to  it  the  rivers  Ashley  ami  (^odiier.  wliici  are  hutli  capnious,  iid 
unite  just  helow  the  eily,  Itirminj;  (Jliarlestoii  liailmr.  Tlie  latter  ui'  tliese  rivers  is  connei-ied 
liv  canal  willi  the  Santeu  river,  by  which  meanu  steam  na\  iijation  i>  Jiiened  from  Charlesion 
to  ('oluml)ia. 


I  ■ 


J  i 


768 


^ 


to 


o 

1- 

u 


o 

H 

M 
O 

a 


«M    gg 

O   O 

3  a. 


5 

o 


ANDREWS'    REPORT    ON 


rH'^-HOtS'HM'oio.xi^jooo—'Oji-aDiO'^H 

1/1        i-C  f-H  1-1 


o 

Oi 
M 
V 

v< 

o 

t> 

3 


«    ■ 

I" 


Ul    <u 

Q 


> 


(4 

o 


o 


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8 


I-  1-1  -^  ;o  «-  •*  «o  I-  CO  3  'Z)  •--  o  to 


«O"Tf'SWOirtQ0t-"»-"''5 


CI  ■»»■  wo  S'j  go  ; 
0»  irj  ""t  og  ^  no  ' 


CO  ■*  to  •«)<  to  O  "»•  C-  'V  05  l~  If?  O  ift  t~  I-  >o  00 

m  05  r^  in  —  -^  ??©  in  'O  p  mn  to  o  51  •-  o> 
1i» 


o-^0'»foioa5'*'«i>'^«cjr--*aor-wto 
o»mtoc»50iccxiojifj'r'^5i0"«"oo»  —  1) 
aoioioa>«->n«05'?J050  —  'T  —  fO"i"ecT> 

-1  -"ii  i-^irs  -t  (N  x>  fM  'JO  o  —  c*  "M  1 1-  -t  t^  55 

tOU»tO-»'C«5l-QO>l-?5t01'05tO»0'>9'« 
■O  3V  O  O  "*  X  is  to  i/»  5»  '*  ifl  mn  O  I-  OJ  1-1 

-i  m^af  i->  to  ri  -H^oD  to'M^m  o-  tr.  ?}  c<f  i-  o»  to 

•^  -H  t-H  ^1  P-1 


to-iCirit»-«i3!0'r»oo-r=i-H3»-*5> 
r-"  to  a>  05  'n  •N  o  115  to  ■«"  sv  in  35  3J  «  — •  -r  OJ 
a)tointoo3iMdooi-ii-'-om"«'oiaoe»s« 


|»  o»  S  1-1  5»  I-  o  01  30  00  to  -H  10  -»•  ''•  ic  C5  IN 
—  -jiS'^!rio:r:o»to  X)oc«oto3toi-- 

crcT-D  -i^in^rrp^crotTirrM -i^t-  « to  in »-  rg 


«  in  Lt  tp  r?  '?  C! 


00! 


.iO  in  01  -r  « in  to  I- 

10  W  I-  -^  11  (-  Cl  o 


>->iQO-^«-xr-w«o> 
>.X'H"00i-i'«'r-intoS5 
i^iicn-Hi— ii-Of-Hi— I 

'^cTin^oTen  in  to  op 

— <  «•»  TO  t—  in  o 


in^iixOTint^tocitoQp^o 
i-t-'^'^mxc*— <CT5X)Xc?  —  1-JU1--.W 
o-<(?j^coa5»5-,  t-t-xrfteui^  irj^to^in 

to  X  1^1-^  iM  i-T^Ttfirjin'Ti-i  stn  r~  en  00  o 

•— •-'7»'-'-i-^-^i-i-"i-<i-i(?»5lf0i?<C{i?«« 


•-i»»"0ff50-^t0t0t(?«0-.  •XiX-H^JXCIO 

—  tocjinffitp'XXffitotocn'rinCspinao 

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X  — <  1-1  -H  O  O  «  "11  CO  •*  O  TJ  ifT 


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x  ff)  X  x'  I-"!--'  3D  sTi-Tio  t'.'~3o  x  m^cTirffrcT 


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CO  ff>  — <  X  c»  X  o  I-  to  to  ci  I-  in  -T  I-  "I  'O  to 
to  in  -1 1-  I-  'fi  I'  o  •-"  -r  —  in  '-o  X  "x  I-  iy>  d 

ro-r»rcof'r»»'inincomtotoi»xtotoQO 


•r  m  to  I  -  X  y.  o  i-i  CI  CO  ■^  in  to  I  -  X  ff>  3  1-1 
"icorocoroc^'r'ft-Tr^iti-f-^-r'f-rinin 


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COLONIAL    AND    LAKE    TRADE. 


769 


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«o  ti  — <  '/j  I-  c.  xi  I— I  -r  ■»r  S",  I  -  o  -T  ot  n  — <  'o 


"T  >0  I"  1- 


;  'o  "T  •.£  -T  71  ro  «  T  T  i.T  -T  ic  "o 


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sv  c»  rf  C5  irt  If;  t-  ro  7<  X)  >T  oi  o  t  T  /j  '.r  i^ 

ifi  CO  ro  s ''' —  'X  ifl --T'to  to^<?>oo'ci»r  "II 
to  7}  o".  TO  71 1-  'o  -)<  3  o  71  -^  '-o  irj  ffj  C5  ■^  ro 
>—  sr.  C7  i~  u;  i.-j  I  -  T5  n  o  -N  71  -x)  I-  -^  rj  c.  to 

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bo 

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49 


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l/i  «  71  I-  >*  CO  l~  O  l^  C7  71  l~  ri  'C  -T  C:  X  o 

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—  1--  CO  -r  CO  71  7<  -^  71  F-1  71  71  -H  -«  —  71  CO  7< 


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-*  'T  — '  —  -"  -I  C  CO  >rt  If!  71  71  — 


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tOCOCO  —  -r7IXXI-i0C0-rC5  7»3OC0-H 
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-r  CO  o  to  CO  c  -r  CO  CO  t-  71  —  ct '-.  «  to  w  — 

3  71 1.0  —  c>  l.O  X  cTi- 71 1-  od  r-^  ri  7Jo7i'^ 


to  O  f-  O  -^  1.0  lO  — 1  -r  X  to  CO  110  I-  CO  -"  to  to 

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— .  -^  '.O  J    -T  71   (-  —  1-  CO  10  1.0  1-  1.0  1-  CO  l.O  CO        i 

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o 

CO  Ct  —  71  CO  '-  to  CO  -T  lO  1-  /.    /.  —  C-.  71  -t  :o 

—  r>  l.O  —1  -T  —  l.O  to  —  -r  71 1-  •—  —  —  1-  to  to 
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1 1 

3  ~ 

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CO  —  71  to    t  -T  ro  =  T:  1'  to  71  10  to  71  O  -*  O 

3  -r  to  10  -r  — 1  (-  -T  71  C  71  —  —  71  -r  /.  ~  —^ 

71  71  71  71  71  -r  10  -r  CO  7*  CO  CO  -r  /.  10  -r  -r  lO 

I   ? 


.vi 


-r  10  to  I  -  A  r!  ~'  —  TJ  H  ^  10  to  I  -  /  rt  ::'  ^      I 
V  V'  '/'  V  "/" "/'  /    »    '    '   /   /   /   I-  I    I   I    t.      I 


~  = 


XI 


770 


ANDREWS     REPORT    ON 


Statement  exhibiting  the  value  of  exports  from  and  iinjforts  into  the  jiort  of 
Ckutleston,  ammally,from  1834  to  1851,  inclusive — direct  trade. 


Value  of  exports. 


Years  ending — 


Domestic  pro-  iForcign  mcr- 
duco,  &c.  cliandisc. 


Sept. 30,  1834 j^lljllD.SC)-)  S;PS,213 

1835 1  11,224,298  113, "'18 

1836 i  13,482,757  201, «1!) 

1837 ;  11,135,623  81,169 

1838 :  11,007,441  24,679 

1839 10,301,127  66,604 

1840 1  9.956.163:  .55,753 

1841 '  7,970.899  I  31,892 

1842 7.477,340  !  17,324 

1843 7,7.S3.780  I  6,657 

1844 7, .393, 1.34  3,697 

184.5 '  8,8.56,471  '  5,878 

1846 6,804,313  i  18.942 

1847 '  10, .388, 915  i  3, .371 

1848 S,(I27.4S,-)    

1849 9.672.606  1..3()1 

18.50 11,419,290  9tl8 

1851 !  15,301,648    


$11,207,778 

11,338,016 

13,684,376 

11,216,792 

11,0.32,120 

10,367,731 

10.01i;916 

8,002,791 

7,494,664 

7.740,4.37 

7,396,831 

8, 862,. 349 

6,H23.2.55 

10,. 392, 286 

8,027,485 

9.673.907 

11,420,198 

15,301,648 


I 


Value  of  im- 
ports. 


$1,787,267 
1,891,805 
2,801,211 
2,510,860 
2,318,791 
3,084,328 
2,0.58,561 
1,. 553, 7 13 
1,-357,617 
1,294,. 389 
1,131,127 
1,142,818 
902,427 
1,588.7.50 
1,481,236 
1,475.695 
1,933,7^5 
2,081,312 


NoTK. — It  i.s  a  mattftr  of  irrt'iit  rcirrot  tliut  tin;  iipplication  for  full  stutomiMits  of  tlio  tnide 
and  couiiuerce  of  the  tlourishiiiyr  city  of  Savannali  was  not  ruceivcd  in  time  for  this  rei)ort. 


Statement  of  (In:  receipts  into  ike  trcasurij  an  aroiinf  of'  duties  collected  iii 
the  ports  of  linslon.  Neir  York,  I'hi/ade/phia,  and  Halt imorc,  from  1835 
/"  the  3(VA  ffJu/ir,  IS'/J,  inclusive. 


ISoSldl!. 


New  York. 


Philadelphia. 


MaitiiiKi 


18.35 S2.612, 

1836 •.'.2;)6. 

1K37 \.:\-2f. 

183- 2.239. 

|n3!I 2.162. 

\HW l..S2(l. 

1H41 2..3i»7. 

1842 2.7>il. 

l.-^43 1.311. 

1S44 I. til. 

]h45 4.67(1. 

1k46 1,^44. 

1^47 ■t.(i;i'<, 

1^4S .■),ll3;t, 

1~49 l.3-(i. 

]>-'5i) 6,177 

1^51 (;.".-jii, 

ls.')2 i;.25;i. 


4h; 
(III 

(13 
.-^",4 
(I5.'i 
173 

s|S 

7!ti^ 
'i25 
;i72 
157 
129 
2-.'(; 
m2 
:i  16 
II7II 
973 


10 
■>.) 


:>•: 

M 
45 
'i5 
24 
14 
."9 
64 


^11. 
13 


14 


1(1. 


■.'4. 


:.97. 

424. 
.679. 
.'.141. 
.4:5. 
.  I(i7. 

.273. 

.072. 

.7!I2. 
2.'i.'., 
975. 
5-.>  t , 
12-i. 
377. 
952 
7,".  1 , 


4(;(; 

717 
756 
2(1  •< 
995 
9(1^ 
5"*^ 
499 

2:  It; 

679 
3i),S 
972 
till 

:•-'(; 

Ml 

977 

:i.;4 


90 

S7 
05 

91 
,".3 
(Id 
91 
44 
41 
611 
34 
27 

■V.I 

21 
(12 
26 
75 


52 

•  ) 

II 
1 


.1.59.111 

,(;37.7:)6 

.162.610 
,^•^2.6 1 3 
,32(i.3>l 
.5.".3.:t7;i 
..'I(i7.2.'i9 
.(i.V.l.  125 
5511.619 
.  2.55.  H(  III 
.361.325 
.1.36.751 
.97-^.4;tO 
,'.179,931 
.329.55:i 
.  122.6(10 
.  7''"t.7''7 
,715,126 


30 

2''< 
66 
06 
71 
07 
(H 
67 
65 


70 
'.t9 
31 

61; 
III 
:;-.' 
21 


S(i66.937  (II 

I.I27.!ls9  Cd 

704. ','47  (;■.' 

1.1 11.741  >5 

l.l6(i.5|s  (14 

700.315  t-- 

(il6,(l25  7J 

(.lO.^^'i  21 

:JJ.-^.3(;7  41 

603,57  4  (i5 


(;9(i. 

674. 

COO. 

771, 


24  (il 


4'.'7  .11 

70-^  ik; 
(;r.i,  102  4-; 

1. 00  1. 9(11  3-.' 
l.(il7,-.'7->  67 
l.(i(i;t,5'ill  75 


COLONIAL    AND   LAKE    TRADE. 


771 


iito  the  fort  of 
•ect  trade. 


Value  of  im- 
ports. 


|8 

-(,1,767,267 

It) 

1,891,805 

if) 

2,H01,:ill 

90 

2,r)10,vS60 

•lO 

2,318,791 

31 

3,084,328 

If) 

2,058,561 

')1 

1,553,713 

\M 

1,357,617 

[V 

1,294,389 

^31 

1,131,127 

U<) 

1,142,818 

>")'» 

902,427 

•RC) 

1,588,750 

IH't 

1,481,236 

'Ml7 

1,475,695 

l')H 

1,933,785 

G48 

2,081,312 

ttenuMits  of  the  tniile 
ime  for  this  ruporl. 


h/tirs  collfcird  at 
more,  from  183o 


IJaltmiiir 


30 

,)s 

il! 
(16 


(H 


6.) 


70 
M 

:ti 
(ii; 

•III 


<,66(;.937  in 

)'.  l-27,9S'.t  62 

701,217  6-> 

1.111.741  85 

1.166.518  64 

7(10,315  t^i 

(;i6.(l-i5  'i-l 

(,|ll .^-'l  21 

•Jj.-i.3(;7   11 

(;(I3,57I  65 

(1:16. 7J1  til 

(;74..-.4-  -i-J 

Cdd.-l'.'l  •"il 
771,711-^  I'l; 
Cl'.l.l'i-J   !•-' 

1,(1(1 1. '.Mil  :t-.' 

1  ,(it7,-i7>  li7 
|,(i(13,5'lll  7.'> 


1 


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-^    I 


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786 


ANDREWS     REPOllT    ON 


Exports  and  iinjwrls  from  the  principal  commerchil  Slates  of  the  Uiiion  for 
the  years  1810,  1820,  1830,  1840,  1850,  and  1851. 


EXi'OllTS. 


Year. 

FLORIDA. 

Amount.             Increase. 

ALABAMA. 

VIHUINIA. 

Amount. 

Increase. 

Amount. 

1810 

1 

*4,82-:!,(lll 
4,557,9V? 

1820 

a,ii94,5!)4 
12,8.54,094 
10,544,858 
18,5:^8,8:24 

1830 

1840 



1  SmI'-;!;]      1  Froml8.30to 

\ 

j-707  per  el. 

4,7i)l.(i.l4 
4,7()9  ')')7 

18.50 

1851 

3,4i:j,15fj 
3,087  44'l 

Year. 


1810... 
18^^).., 
1830... 

1840... 
1850.., 
1851 . . , 




—  — — 

VOUTII  (■ 

MIOI.IVA. 

SOrril  CAROLINA. 

GEOKfJIA. 

Amount. 

Increase. 

,\mount. 

Increase. 

Amount. 

Incrc;!'^!!. 

^,403,949 

i,5.-J90.(il4     \) 
8,8H:^'.940     ,  V    4t;  porct. 
7,(!-.'7,(l31]    ) 

1 
^2.'J.38,(iS(i     1 

) 

mW.319 

(i..")94,(i-i3 

)  138  piT  ct 

3i)9,:t:(3 

i 

5.:)3t),(W()l  ' 

s 

3.-(7,484 
41(i.501 

1  7  i)er  cl. 

9,981,01(1  ..     ,,  ,       ., 

(i,)-(i-J,9,'.9  I  I 
7,551,943  {  ' 

71       •• 

4;iO,748 

J 

15,31G,578 

9,158,879  J 

1810. 
lb:20. 
1830. 
1840, 
18.'i0 
1851. 


Y.'.ir. 


MARYLAND. 


Amount. 


$fi,4ft9,01S 
(i,(i09,3til 
3,791,4.-2 
5,495,():il) 
(J,5''9.4M 
5,41(i,79S 


LOUISIANA. 


Iticrcaso. 


Amount. 


Increase 


(5 


'4,r>,(i.-)0,(C,(i 
7,59);.  157     ,, 
15,4,SN,(i!»;.>)  1^ 
3-J,99,s,)).')9  1  I 
37.(i9rt,'J77  i\ 
53,908,013  I 


')IIO  ]icr  ei'iit. 
135  per  leiii. 


Year. 


.\mouiit. 


M.vss,\ciirsi;rTs. 


Amount. 


luci 


1810 ' ' !      f!l3,013,()48 


182.). 
1830. 
1840. 
1850. 
1851. 


$1,I0«,()31 

070,.5!.>-J 

1,009.910 

1,. 53  0,81 8 

1,317,487 


)■  1~G  por  cent. 


ll.OO^S'.i^-.' 
7,213,194 
0,2(1-1,158 
8,2.53,473 
9,8.57,537 


I 

)  3(i',  IXT  eei'.t. 


'  the  Jjiuon  for 
851. 


vmuiNiA. 


Amount. 


r  cl. 


^4, 822,  (ill 
4,5.V.-.9.V? 
4, 791.  (ill 
4,7(19,9:17 
3,4i:),li8 
3,087,441 


GEORfilA. 


)unt. 


lm'ri':i'i(!. 


8,()8G    \) 

\,{\1\\      V138i>.rct. 

lti,(W(n  '  ) 
i2,9.-.9[i       ,1       .. 

18,879 j 


OCISIANA. 


Increase. 


,,      ,  \  m\)  per  ei'ut 

-7   )\       l'*J    l"-"'"  *'■"' 


■i1    i 

113 


ss.^ciii'sr.rrs. 


lucreasy 


148 
n-fi 
194     '' 

537 


COLONIAL   AND   LAKE    TRADE. 
EXPORTS— Contnucd. 


787 


NEW  YORK, 

PENNSYLVANIA. 

Year. 

Amount. 

Increjiso. 

Aniotii!* . 

JncreiiKC. 

1810 

$17,242,330 
13,1G3,244 

19,(197,983' 
ll,.iy7,471 
41,502,8(10  ■ 
68,1U4,.')42 

$10,9.93.391- 
5,74y,.'-.43 
3,791,4fi2 
5,73(j,456 
4,049,4(14 
5,101,909 

1820 

14  per  cent. 
215  pur  cent. 

18.30., 

1840 

is.io 

\ 33  per  con*. 

1851 

• 

IMfORTS. 


FLORIDA. 


Year. 


1830. 
1S40. 
1850. 
1851. 


18.30. 
1840. 
I>^,"i(t. 
1851 . 


Amount. 


$.32,G89 

190,728 
95,70'.» 
94,9;(7 


Al  \BAMA. 


Year. 


I 


1830 
18J0 
18.50 
1«51 


Ainoiiiit. 


«.144,82:< 
,574,G,'.l 
8(15, 3t;2 
413,440 


VIKCMS'IA. 


Year. 


Ainoiuit. 


$105,739 
545.0-J5 
4'.'(i,.V.l9 
.5.Vi,9;i2 


NORTH   CAROLINA. 


Year. 


18,30. 
1840. 
1850. 
1851. 


AllKjIUll. 


v,'2l.9.li.' 

•:5'::5:;:j 

3:i3  39:J 
2!'f.  ,931 


SdlTIl    <'»KIII,INA. 


Year. 


1S30 
l.s4() 
l^5(l 
1851 


.Vmount. 


.\in<miit. 


f  1.054.  (1 1 9  18;i0. 

'2,  (>:>•.  S70  1840. 

1,933,7K")     ;'  1850. 

2,(l^l,312     ii  1851. 

il 


491,428 

(;;h  .ii!;-! 

721  :)47 


'■:\ 


Ml 


i 


i 


i 


788 


ANDREWS*    REPORT   ON 

IMPORTS— Continued. 


MARTLAKD. 


Year. 


1830. 
1840. 
1850. 
1851. 


Amount. 


$4,.523,8()6 
4,910,746 
6,124,201 
6,650,645 


LOUISIANA, 


Year. 


18.S0 
1840 
1850 
185] 


Amount. 


<>9,7fifi,693 
10,673,190 
10,760,499 
12,528,460 


MAINE. 


Year. 


J  8.30 
1840 
1850 
1851 


Amount. 


$572,666 

628,762 

856,411 

1,176,590 


MASSACHUSETTS. 


Year. 


Amount. 


1830. 
1840. 
1850. 
1851. 


flO,4.'>3,.')44 
16, 513. 8-)^ 
30,374,ti«4 
32. 715, .327 


NEW  TORE. 


Year. 


1830 
1840 
1850 
1851 


Amount. 


$35,624,070 

60,440,750 

111,  123, .591 

141,.54(;,53B 


FENNSTLVANIA. 


Year. 


Amount. 


18.30. 
1H40. 
18.50. 
1851. 


$8,702,122 

8,464,882 

12,066,154 

14,168,761 


COLONIAL  AND  LAKE    TRADE. 


789 


Amount. 


*9,7fiG,693 
10,673,190 
10,760,499 
12,5-28,460 


rTs. 


Amount. 


«,10,453,.')44 
16,.')13.H.''.» 
30,374,tis4 
32, 715,327 


NU- 


Amount. 


48,702,122 

8,464,882 

12,066,  ir)4 

14,168,761 


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INLAND  WATKIl  UOI'TKH. 

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rouirs,  niid  the  (.'liararlcr  and  valuta  of  their  trade,  so  liir  as  tliey  ('(iiild 
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cities  iJir  inl<»rtnalioii  relaliii;,'  to  llicir  inland  trade,  wlilcli  was  nnsne- 
cesst'ul.  Il  is  mentioned  with  the  hope  that  the  principal  connnercial 
cities  on  the  Atlantic  and  in  the  interior  will  j)romptly  take;  measures 
to  have  this  matter  receive  pro[)er  attintion. 

It  is  dne  to  tlu^  interests  of  the  cities,  to  the  inland  trade,  and  to  the 
railroad  interest,  that  all  ihc  inli)rmation  relating  to  routes,  jiicility  of 
transportation,  expense,  distrnice,  &-c.,  slioidd  he  correctly  prepared 
and  protnj)tly  given  to  tlu;  j)ul)lic  iii  animal  statements. 

It  is  necessary  to  slate  again,  if  any  complaints  are  mad(!  of  int(>rest- 
ing  local  points  Icing  ninictticed  in  this  repoil,  the  fault  is  not  with  the 
undersigned,  hnl  is  chargeable  to  the  indiir'rencc  of  those  to  wliotn 
repealed  apj)lications  Were  made  fi>r  the  requisite  data. 

The  appended  statemctits  have  been  compiled  from  ollicial  and 
authentic  relinib-,  exhibiting  the  cstimaled  value  of  the  lonnage  of  the 
leading  inland  water  routes  which  connect  tin;  tiilc  waters  of  tin;  A  Jan- 
tic  with  those  of  the  Gulf  of  Mexico. 

There  are  at  the  [ires(  nt  time  /(>///•  great  routes  to  wliic^h  the  interior 
tradt!  oi'ihiMUHintry  has  been  chiilly  conlined — ihc  Si.  liawrcnc',  th(! 
Krie  canal,  the  I'ciinsylvania  improvements,  and  the  Mississippi  river 
and  its  tribul.  ries.  All  these  routes  are  mutually  connecli'd  by  an  in- 
terior ih  iwoik  of  raih'oads  and  canals,  and  niercliaiidlse  may  be  llir- 
warded  from  the  resjii-cMivc  termini  of  each,  ujjou  tide  water,  to  any 
jiart  of  the  country,  (and  by  water  excc[»t  upon  the  I'ennsylvania  line,) 
and  may  be  pissed  with  conv<'nience  from  one  to  the  other.  Then;  are 
imj)oit:ii)t  Works  recently  completed,  and  others  in  progress,  d(  signed 
to  occupy  a  similar  relation  to  this  trade  to  those  already  described ; 
but  these  have  too  recently  come  into  operation  to  allow  their  results 
to  bi'  compared  with  tin-  above  named.  None  of  the  |!)rmcr  have 
passed  into  \\u'.  great  interior  basin  of  the  country  save  the  (i(M)rgia  line, 
which  is  yet  wauling  in  those  connexions  which  are  necessary  to  secure; 
to  il  the  trade  of  an  extensive  rangi;  of  country.  When  complel'd,  the 
J3allimore  and  Ohio  railroad  will  add  another  to  what  may  be  termed 
the  iiatioiitil  /l/uu  and  olliers  c(]ually  ■xt(^n.>ive,  and  pei haps  equally  im- 
})ortant,  will  soon  fiiUow. 

L'|)  to  lh(!  present  time,  conse(|uent]y,  the  routes  of  <!ommercc  be- 
tween the  iiiti'rior  and  the  sea-board  have  been  those  lirst  described. 
We  have,  liitwever.  uiiforlimatelv,  accurate;  and  salisfactorv  returns  of 
the  (juantitv  and  value  upon  one  route  only — the  Kri<'  canal.  The  excel- 
lent system  prevailing  upon  ihat  work  gives,  in  great  detail,  every  liict 
of  inten'st  in  reli-rcncc  to  the  source  whence;  received,  tonnagf\  value, 
character,  and  direction  of  all  property  j)assing  over  il.  Upon  the  St. 
Jiawreiice  canals,  values  are  not  given  in  the  re'porls  of  the  Board  of 
Works  of  Canada;  and  these  hav(>  been  estimated  to  agre(%  as  nearly 
as  possible,  with  the  reluiiKMl  values  of  the  same  articles  upon  the  Krie 
canal.  The  tables  showing  the  values  of  produce  received  at  Ne>w  ( )r- 
U'lUn  tiom  ih(!  interior  are  cetmj»ile(l  lre)m  the-  annual  slalemcnls  which 


COLONIAL     VXD   LAKH    TnADK. 


79r> 


iiilnnd  \v:it(T 
IIH  tlM\V  cniild 

llir  piiin'ipiil 
■li  wiis  unsiio 
il  cnmiiu'icKil 
iikr  uiciisiircs 

Ir,  :iiul  U)  llui 
itcs,  liicilily  of 
"clly  j)ri'i)iir(.'(.l 

iidc,  ofintiTcst- 
is  not.  with  tlic 
host!  lo  whom 


in   odiilnl   :ind 

tOllllMgl'  ••t"  llic 

IS  ol'lho  Adiin- 


ich  lht>  interior 
l,;i\vicii('',  the 
Iississi|)|)i  river 
I'clcd   by  Mil  i li- 
st; in:iy  I'c  liT- 
p  wilier,  to  iiiiy 
iisylvimiii  line,) 
H-r.     Thcit;  arc 
)i,M-cris,  d(  si,u;ii('d 
•iidy  descrilx'd; 
)W  their  results 
ic   ti)riner  h:ivc 
h(^  (ieorgin  line, 
essiiry  to  scc'ur(! 
(•i)lii'l)!el''d,  the. 
iniiV  !>"  termed 
i;ij)s  equiilly  ilil- 

'  coininercc  ho- 

first  deserilu'd. 

ictorv  reUirtis  of 

,;d.   'Theexe.d- 

Ictaii,  (!very  liict 

,  toiiuMue,  Viihie, 

I.     Upon  the  St. 

(,f  the  lioiird  of 

[\irrrc,  iis  nearly 

|,.s  iipon  the  Erie 

iv<(l  :it.  NewOr- 

slaleineiils  whii-li 


Imvo  iipperu'ed  in  thi^  "  \ew  Oriejuis  Prieo  Current"  lor  !i  series  of 
veiirs.  There  is  no  mode  of  iiseeriaiiiliii,r  the  v.ilue  of  propi  ri y  nnssinijf 
uj)  tlie  Mississippi  river  from  ISew  Orleans;  it  has,  theiejlire,  heeii 
estimated  in  the  l(»llowinj^  tables  to  j'(jual  three  times  the  nmount  of 
importations  of  liaciyn  ^'oods. 

TIk'  want  of  eorrei't  statistical  information  rclatinj;  to  the  trade, 
comtneree,  and  navigation  of  this  conll'deraity  is  a  sullicient  reason  ti)r 
<;omn)ending,  in  a  special  manner,  to  the  public,  th(!  volumes  recently 
published,  by  I'roli'ssor  Dellow,  of  the  rniversily  of  Louisiana,  enti- 
tled "  The  Industrial  Wt'somces  of  the  South  and  West,"  which  can 
be  profitably  coiisuUcmI  I>v  idl  desirous  of  obtaining  commerciid  int()r- 
mation  niiuulc  in  its  details  and  philosopliiciil  in  its  urrangenient. 

ERIE    CAVAL    KOUTE. 

Stnlcmrfif  s/irni'i7i(r  thr  mine  of  riirh  class  of  jji-oprrfi/  rror/ihiif  I'lile-wntcr  on 
l/tc  Hudson  during  a  scries  of  yiurs,  ending  JJcccmhcr  31. 


YfurK. 


is:,i 
jHr)!) 

1S4!) 
in4S 
1H47 
lH4t> 
IS4r) 
1S44 

iH4;j 


The  t()llo\s  _,  orief  notices  and  nceompanying  tables  will  fierve  more 
fully  to  il|u>lr;iie  the  character  of  the  business  of  this  route  in  detail, 
and  also  vtwivvy  to  the  mind  ol'  the  reader  some  idea  of  the  inlluence 
which  ll'^e  coi.'iiineree  Mowing  through  this  channel  has  had  in  building 
up  the  I.  v\us  and  (;ities  on  llu'  tide-wat.ers  of  the  Hudson  riser. 

Alhani/. — This  (.'ity,  one  ot"  tln^  most  anci(>nt,  and  at  out;  time  of  first 
coimiK'ri'ial  importance  among  the  marls  of  America,  has  direct  rela- 
tion with  c()l(»nial  trade  and  lake  commerce  and  navigation. 

When  it  is  considered  that  the  extraonimary  liicilities  lurnished  by 
the  Hudson  river  toward  r(>acliing  tin  great  marts  on  the  Atlantic 
coast  called  into  t;xislence,  if  they  did  oi  actually  creal<;  a  necessity 
fi)r,  thosi'  artilicial  channels  through  which  the  great  lake  commerce 
liiids  its  way  to  tidt!-water,  it  will  be  seen  that  there  is  a  most  intimate 
commercial  connexion  between  the  great  lakes  and  iIk;  ports  on  the 
tide-waters  of  the  Huilson.  The  whole  elleet,  ther(>i()re,  of  the  vast 
trade  under  consideration,  is  not  visible  without  a  sketcb  of  the  busi- 
ness of  those  ports — espiM-ially  as  much  of  the  Canada  trade,  indeed^ 
nearly  tlu-  whoh;  of  it,  with  this  country,  reac^hes  tide-waicr  by  way  of 
Albany,  and  makt^s  part  of  the  commerce  of  the  Hudson. 

There  are  several  cities  on  the  banks  of  this  noble  river  worthy  of 


'       "'  ~        "     ■ 

—  - ._  -— -  _ 

—  -„.. 

—  -• ■ .— 

I'ruiluclgofllic 

Agriculture. 

Manufiic- 

Murcliandisi'. 

Ollior  arti- 

furoit. 

<j;:t(i.;ii)4,i)i:) 

turoH, 

cluM. 

!f,to,it;(i. (;:.(. 

54.:a').7s;) 

$:i2!),4'i,'J 

^•.',70(i,7;)3 

iii,:nr),it7 

;ts.Mii.r>4fi 

:»,!i(i(i,H()4 

sa.iiir) 

'j.:i',>;t,4;»r> 

7.i!cj,7(i(; 

:»S.4;V.,4:.ti 

;t,h!)!t,>,':tH 

r.(l8,(l4H 

l.'.:jl!t,!lf<3 

(i,!HI!l,(lir. 

;»7.:t;t(;,i!!io 

;t,s;i4,;it;(i 

.VKt.Cli) 

;»,-jio,(;-j3 

H,7!lS.h7;» 

.MJIr.M.s-i;) 

(;.(i-i4,r)is 

r)i7.r.<M 

3.1  •.'7,(1^0 

H.^Mt,  •.'!»! 

:<:t.(i(;',>,HiM 

4,SII'>,7!l!» 

'J'((!.n7;.» 

3.770,47(1 

7,7iV.i,:)!t(; 

'.>7.t;i-J.:Jsi 

:j,4.TJ/jr)i) 

SS,4'.t7 

3,:.;V,),ti.')H 

7.7i(;,(i:fj 

iji.(i-jii,(i(;r. 

:<,4f<!»,ri7o 

Hi.i:).') 

L'.3JH,r)>j6 

5,!tjU,474 

lS,:ill,(Wl» 

y,5Gl,lU'J 

1 

M.'^2\ 

i,6t;7.i)2a 

1 


:|': 


796 


ANDKEWS     REPORT    ON 


11 


notice.     Albany,  Troy,  Lansingburgh,  and  Waterford,  are  all  places  of 
thriving  business. 

Wiitertbrd  is  the  most  northerly,  and  lies  on  the  west  bank  of  the 
river,  nearly  opposite  Lansingburgh,  at  the  point  where  the  Champlain 
and  Eric  canals  form  their  junction.  It  is  not  a  large  town  but  has 
some  flourishing  manufactories,  among  them  several  flouring  mills,  which 
add  much  to  its  canal  commerce. 

Lansingburgh,  on  the  opposite  side  of  the  river,  a  little  further  south, 
Is  an  old  town,  which  was  engaged  in  a  flourishing  river  commerce, 
carried  on  by  means  of  sloops  and  schooners,  as  early  as  1770,  with 
New  York  and  the  West  Indies. 

The  introduction  of  steam  has  caused  that  trade  to  cease;  and  Lan- 
singburgh, being  off"  the  line  of  the  canal,  has  little  use  for  her  docks  and 
warehouses  at  this  day. 

Troy,  three  miles  south  of  Lansingburgh,  is  a  large  and  enterprising 
modern  city  of  about  30,000  inhabitants,  liaving  increased  in  popula- 
tion, from  1840  to  1850,  9,451.  The  city  lies  on  both  sides  of  the  Hud- 
son, six  miles  north  of  Albany,  and  one  hundred  and  fifty-yix  from  New 
York.  The  principal  portion  of  the  city  is  on  the  eastern  bank  of  the 
river,  over  which  communication  is  kc])t  up  by  ferries  and  a  bridge. 
Troy  is  at  present,  tliereiore,  virtually  at  the  head  of  stc.'aniboat  navi- 
gation on  the  Hudson.  On  the  west  bank,  the  canal  is  connected  with 
the  river  by  a  lock,  tlirough  which  boats  may  pass  and  thence  tow  by 
st(!ain  to  Albany  and  New  York,  or,  which  is  more  fre{iii<'iitly  th(^  case, 
discharge  thtir  cargoes  on  board  barges,  of  great  capacity,  which  are 
towed  ilown  the  river  to  New  York,  wiiile  the  canal  craft  r(;ceive 
another  cargo  and  return  northward  or  westward.  It  is  this  business 
of"  transhipment  and  exchanges  which  forms  the  principal  couiinerce  of 
Troy,  and  occasions  its  rapid  growth.  It  is  connected  with  iJctstoa 
and  New  York,  as  well  as  Burlington,  Rutland,  MontrtMl,  and  all  west- 
ern cities,  by  railway,  as  will  be  observed  l)y  the  accom])anying  rail- 
way map. 

Albany  is  the  oldest  and  most  important  of  all  the  river  cities.  It 
was  first  visited  by  lleruhick  Hudson  in  1009,  and  was  settled  a  tiw 
years  Inter,  under  the  iipjU'Uation  of  the  manor  of  "  Hciissella<Ms-wyck," 
by  a  coli)ny  of  Dutch,  under  the  manorial  superinlindence  of  .Jereinais 
Van  Iteiissellaer.  It  has  steadily  increased  in  population,  w<'altli,  and 
enterprise  since  the  date  of  its  settlement,  but  lias  throughout  adhered 
to  many  of  its  old  Dutch  ciisloius  and  names,  in  1754  it  had  attained 
a  population  of  1,500  to  2,000;  in  ISOO,  5, -MO — since  wiiii-h  lime  the 
number  of  iiihabitants  have  been  douhled,  on  the  average,  ence  in  fifteen 
years,  giving  it,  in  1840,  ;i  pojxiliilion  of  33,721,  and  in  1850,  50,771. 
It  is  the  caj)ilal  oi  the  great  kState  of  New  York,  and  is  now  easily 
accessible  fiom  all  parts  of  the  commonwealth.  Thecapiiolis  siluattHl 
on  the  hill  back  from  the  river,  commanding  a  line  view  tor  many 
miles  up  and  down  the  stream,  as  well  as  over  the  surrounding  country. 
The  elevated  position  of  tht;  city  mak<\s  it  a  healthy  and  delightial 
residence.  The  ("ountry  around  is  uneven,  and  in  somt*  parts  moun- 
tainous, but  mostly  susceptible  of"  a  high  state  of  cultivation. 

Til'.'   commerce   ni'  Albany   is   almost  as  ancient   as  its   setth^menl, 
tliough  it  was  first  made  a  port  of  entry  m  iii33.     No  reliable  records 


COLONIAL   AND   LAKE    TRADE.  797 

of  its  river  commerce  were  kept  previous  lo  that  date.  As  early  as 
1770,  Albany  sloops  visited  the  West  Indies  in  large  numbers,  and 
in  1785  the  "  Experiment"  a  sloop  of  80  tons,  was  fitted  out  here  for 
China,  being  the  second  adventure  from  this  country  to  Canton.  She 
created  great  interest  in  the  China  seas,  returned  in  saf(?ty,  and  made 
several  subsequent  trips.  The  application  of  steam  as  a  propelling 
power  has  nearly  revolutionized  the  commerce  of  tlie  ports  on  the 
Hudson  ;  and  the  ancient  foreign  trade  of  Lansingburgh,  Troy,  and 
Albany  is  now  extinct.  In  1791,  no  less  than  forty-two  sail  were 
seen  to  arrive  at  or  pass  Albany,  on  their  way  to  places  above,  in  a 
single  day.  After  Albany  was  erected  into  a  port  of  entry,  Congress 
made  an  appropriation  for  the  removal  of  the  obstructions  to  navigation, 
about  six  miles  below  the  city,  known  as  the  Overslaugh.  Although 
much  was  done  to  clear  tlie  channel  and  prevent  future  accumulations, 
yet  the  passage  is  still  difficult  at  low  water,  and  requires  further  and 
more  efficient  improvements.  No  detailed  statements  of  the  river  com-  " 
merce  of  Albany  are  at  hand  ;  but  much  may  be  learned  from  the 
(!xcellcnt  reports  of  the  auditor  of  the  canal  department  with  regard 
to  the  quantity  and  value  of  articles  arriving  at  and  going  from  tide- 
water. This  will  give  nearly  all  the  commerce  of  the  river  at  Albany 
and  points  above. 

The  numb(T  of  vessels  arriving  and  departing  from  Albany,  con- 
sisting ol"  schooners,  sloops,  brigs,  steamers,  propellers,  and  scows, 
was,  in  1848,  788,  and  in  1849,  785.  The  tonnage  entered  and  cleared 
at  this  place,  of  the  same  class  of  vessels,  for  a  series  of  years  was  as 
follows : 

Tons. 

In  1838 36,7ai 

1KJ9 40,369 

1840 39,416 

1841 50,797 

184^> 49,3r)6 

1843 55,354 

1844 G5,507 

1845 70,985 

184fi 71,011 

1847 97,019 

184M 77,983 

1849  79,122 

•Much  of  this  tonnage  traded  to  Boston,  New  York,  and  Philadelphia. 


n 


;U 


798 


ANDRKWS'    REPORT   ON 


The  following  tabic  shows  something  of  the  value  of  the  comnticrce 
of  all  the  tide-water  ports  ibr  a  scries  of  years,  as  given  in  the  canal 
returns : 


Years. 


1837 

1838 
183!), 
1840, 
]«41, 
1842 
1843 
1844, 
184.5, 
1846, 
1847 
1848 
184!) 
18r)0 
18;".  I 
185^2, 


Property  going  from  tide-water. 


Tons. 


122 
142 
142 
12!) 
](i2 
123 
143 
17(i 
l!t.5 
213 
288 
32!) 
315 
418 
4li7 
.")31 


,130 

,802 
,035 

..WO 

;7J5 

,21)4 
,5!)5 
,7.37 
,000 
,7i)5 
,2()7 
,.'..-.7 

,370  I 
,I)(il  I 

,r.27  ! 


Vak 


$.25, 784, 147 
;t3,062,8.'")8 
4(t,0!)4,302 
3(>..398,0;)!) 
.W,  79^,447 
;)2,314,i)!)8 
42,258,488 
53,142,403 
55,4.'i3,!)98 
r.4,(i28,474 
77,878,760 
77. 477, 7.'^! 
78,481,941 
74,f-2fi,!t!)9 
80, 7.3!),  899 

UW,b9(],444 


Arriving  at  tide-water. 


Tons. 


611,781  ! 
640,481  1 
602,128  : 
669,012  i 
774.334  I 
66(i,626  . 
83(i,(-61  I 
1.019,094  I 
1,204,943 
1,-362,319 
1,744,283 
1,447,905 
l,.579.i)46 
2,0.33,h63 
1.977,151 
2,234,822 


Value. 


$21,822,.354 
23, 0.38,. 510 
20,163.199 

23,213;573 
27,225,.3-^J 

22.751,013 
2t^,  4.53,408 
34,183,167 
45,452.321 
51,105,2.56 
73,092,414 
50,883.!)07 
52. 375,. 52 1 
55,  I74,(i:i7 
.53,!I27,,508 
66,.-93,lli2 


The 


following  table  exhibits  the  proportion  of  each  class  of  property 


cominG'  to  tide-water.     Tliat  ffoincr  west  was  ehiellv  morehandi.se: 


Yc.irs. 


St 


\ 
i 


1835. 
1^36. 
11-37. 
18.38. 
18.39. 
1840. 
1841. 
1M42. 
1H43. 
lt<44. 
lf<45. 
]M6. 
J^■47. 
lh'4H. 
184!l. 
1K50. 
]851. 
1^52. 


Tiio  forest. 

Ajjriciilliirc. 

Maii-ifac- 

.M>'r<;liaJi- 

Olllur  ar- 

turts. 

llinC. 

ticlft,. 

Tnnn. 

Tcin. 

Totia. 

Tills . 

Tom:. 

5-10,202 

170.945 

8.^48 

2,0^5 

31,  MJ 

4:3,6(i.-< 

173.11(10 

12. 9!  16 

1,176 

35.597 

3.-5.  (i  17 

151.499 

Kt.r.M 

.354 

64, '(77 

400,-77 

1.-2. 142 

M.4.--7 

298 

4.^,9;? 

377.720 

l(i3,7.-5 

S,565 

4!)9 

51.5,-r,) 

321,7(19 

3(I2.35(; 

8.665 

104 

36,i7>^ 

44!».()95 

270.240 

17.  Mil 

155 

3(i,;i.53 

321.  1-0 

293.177 

16.(115 

185 

35.76;) 

416.173 

346.140 

29,493 

201 

4  4, -.5 1 

545.2112 

37H.7I4 

.32,334 

245 

62.5!i:l 

(;'»7.i)30 

447,627 

49,  M  2 

25,3 

99,:!.'l 

603.1110 

62,'- .  154 

4(i,()76 

1,796 

^.^'.l-J 

6f;(;.i!3 

KI7.7I7 

51.(i,32 

4.H31 

124,(111.1 

(;ii3.272 

6^5.  M)6 

44,^(i7 

6.343 

10 (,527 

6115.547 

769,611(1 

44,2>'S 

5,h73 

94, 63-^ 

917.76^ 

743.2,32 

.39,(;6!l 

7,105 

li3,2;:t 

ill  3, 267 

^91,4is 

42,3(12 

4.5,-^() 

Il5,.5f| 

],(;i;4,677 

9^9.26■< 

47,512 

10,605 

122,-.Uil 

i  ' 


COLONIAL   A^'D   LAKE    TRADE. 


799 


the  commerce 
on  in  the  canal 


The  following  table  shows  ihe  character,  qiinnlity,  and  \alwn  of  the 
property  coming  to  tide- water  on  the  State  canals  during  the  year  3851 : 


nsi  at  tide-water. 


Articles. 


Value. 


781         $21, 

822,354 

4«1  i        23, 

038,510 

128  :        21) 

1G3.199 

012  1        23 

213,573 

334  1        27 

225,3:.'2 

m           22 

751,013 

Mil           28 

453,408 

()!)4  j        34 

,1H3,1()7 

<J43           4;') 

,452,. 321 

31!>           T)! 

,105,2.16 

2KJ           73,092,414 

9(15           50 

,883.907 

<)4G  ,        52 

,:)75,.WI 

hG3  ■        55 

,474,(i37 

151  1         53 

,927,, 508 

a22  1        (iO 

,893,102 

[.'las.s  ofp 

ropcrty 

I'lchandis 

e: 

1 

Morcliaa-  ;  Oilier  ar- 

(lise. 

ticlfh. 

7Vhs.      j 

Tonn. 

2,0^5 

3i,i.)2 

1,17(1 

35.. W7 

354     ! 

(!4,  "(77 

•2'.)S 

48.917 

•11'',) 

5I,5.V.) 

lot 

3(),i7s 

l.V. 

3(J,9.Vt 

1 85 

35.709 

2(11 

44.>51 

245     ! 

(;2..V,i9 

253 

99, 321 

I. Tin; 

82,9-^:1 

4.8,)!     ! 

124,0'.lil 

(i.343 

10-I.5JT 

5,873 

94.038 

7.1i.'5     ' 

113.2/3 

4.581)     i 

115..-|8| 

l(),(iii5    ' 

122,-,  GO 

I 


The  Forest. 

Fur  and  peltry pounds . 

Boards  and  scantling foot. 

Shinirlcs M . 

Timber cubic  Ibct. 

Staves pounds , 

Wood cords. 

Ashes,  pot  and  potirl barrels. 


Total  of  the  forest. 


Quantity. 


484,000 

427,038,000 

47,900 

4,237,750 

155,304,000 

8,72(i 

29,084 


^Igriculltiie. 

Pork barrels 

Beef do.  . 

Bacon pounds.  .| 

Cheese do. . .  .1 

Butter do ... . 

Lard do.... I 

Lard  oil irallons. . 

.''ool poiind.s. . 

'    ics do. . .  .1 

'!  .How do 1 

Flour barrels.  .1 

Wheat bushels. .; 

Kye do.... 

Curti do. , .  .1 

Corn  meal barrels.  ,j 

Barloy bushels.. 

Oats do I 

Bran  and  shipstuti's |)ounds,  .j 

Peas  and  bean.-' bushels. ., 

I'olalocs do , 

Dried  t'ruil pounds,  .j 

Cotton do.  .  ,  .1 

runianuf.tcttiuil  'ii)h;ici(] du.  .  . .] 

Ilcinp do.  .  .  ,| 

Cluvi'i  atid  frrass  sfcd do.  . .  .i 

Flaxseed do....' 

llo]).4 do.  .  .  . 


Total 


•jrl-K 


uUure 


.M,:n'.ifitctiiris. 

Domestic  spirits ijalloiis. 

IJc'r bincls. 

Oil  niciil  and  rnkc pounds. 

t^l;irch do.  . . 

Lcalhcr <lo. . . 

Furniture do.  .  . 

Ai.'ricultur;il  iiiipliiuf  uts do.  .  . 

Har  null  pijf  had hj.  . . 

I'iir  iron. do.  .. 

Caslinjrs do. . . .[        2,448,000 


do. 


I 


Tons. 


45,019 

76,344 

10,904,000 

25,602,000 

9,568,000 

10.814,000 

240,800 

10,51 8.0(10 

572,(MiO 

244,000 

.3,358,463 

3,l(i3,6(iti 

2^8,679 

7,915,474 

7,065 

l,80!t,4l7 

3,.5;»4,3!3 

44,()3(i,000 

127,500 

.'.'.)9,9.')0 

1,424,000 

220,000 

3,702,000 

],ii;o.(ioo 

534,000 
122,(I0() 
552,000 


2,7S7,600 

56 

6,^'l(l,!)00 

2,5('0,000 

8,204,000 

1,046,000 

320,000 

36,000 

5,9l(i,000 


148,000 


Machines,  aiul  purls  thereoi' 

Bloom  aud  bar  iron do. . . .       33,350,000 

Iron  ware 'lo 1  *>^^^ 


242 

711,731 

7.185 

84,755 

77,652 

24,432 

7,271 


Vuli 


913,268 


7,203 

12,215 

5,4.52 

12,801 

4,7,-3 

5,407 

1 ,204 

5,259 

^86 

122 

362,714 

94.910 

8,083 

221,633 

763 

43,426 

57,509 

22,1118 

3,825 

17,949 

712 

110 

1,851 

.580 

2(i7 

61 

276 


1^605,200 
7,213,226 
203,971 
505,251 
737,686 
53, .591 
841,731 


10,160,656 


891,420 


13,938 

9 

3,405 

1,280 

4,Ii;2 

523 

160 

8 

2,9.58 

1,224 

74 

16,675 

2 


663,898 

468,0.54 

980,966 

l,(i63,606 

1,. 338,997 

973,324 

168,537 

4,101,415 

68,434 

l(i,976 

13,436,542 

3,0  1,110 

186,986 

4,427,175 

20,172 

1,429,3.32 

1.348,019 

352,285 

141,(i98 

341, .531 

114,108 

23,994 

813,712 

75,469 

39,876 

2,426 

146,287 


.",6,301,913 


627,406 

315 

85,150 

1. 35, 732 

1. 230, .384 

104,385 

15.842 

820 

59,158 

73.438 

14,931 

666,993 

111 


11 


m 


t?i  f. 


i: 


I 


I 


Ml 
mm 

m 


800 


ANDREWS*   REPORT  ON 

STATEMENT— Continued. 


Articles. 


Domestic  woollens pounds. 

Domestic  cottons do  . . 

Domestic  salt do. . . 


Total  manufactures. 


Mermandiso. 


Other  articles. 

Lire  cattle,  ho^s  and  sheep lbs. 

Stone,  lime  and  chy do. 

Gypsum do. 

"  do. 


i 


Mineral  coal do. 

Fish du. 

Copper  ore do. 

Sundries do . 


Total  other  articles. 


Grand  total 


Quantity. 


824,000 

2,248,000 

12,816,000 


9,100,000 


8P8,000 

86,2HG,(>00 

3,242,000 

3,()7G  000 

20,110,000 

170,000 

418,000 

110,392,000 


Tons. 


412 
1,124 

6,408 


52,302 


4,580 


434 

43,143 

1,621 

],8:{8 

13,0.^5 

85 

20!) 

55,106 


115,.5S1 


1,977,1.'-)1 


Value. 


1725,819 

539,312 

56,387 


4,335,783 


329,423 


26,100 

122,000 

6,475 

220,6.')2 

58,7.'')3 

7,101 

62,667 

2,202,985 


2,706,733 


53,927,. i( 


Besides  this  nrray  of"  tonn.ige  arriving  at  tide-water  on  the  canals, 
there  was,  in  ]85],  of  the  same  classes  of  property,  to  th(^  amount  of 
$8,332,441  landed  at  Troy  and  Albany  by  railway  from  the  west. 
There  also  went  west  by  railway  from  Albany  and  Troy  29,112  tons 
of  merchandise,  furniture,  and  other  proper!}''. 

From  the  foregoing  statements  it  may  be  seen  that  all  the  property 
from  the  Canadas  via  Lake  Chamj)'ain,  and  all  that  tiom  the  western 
States  via  the  canals  or  central  line  of  railways,  destined  for  New  York 
or  Boston,  must  pass  through  these  tide-water  ports,  ivhieh  it  rarely 
does  without  being  either  transhipped  or  handled  sufHciently  to  pay  a 
tribute  to  the  commerce  of  some  one  of  them. 

All)any  and  Troy  are  Jidvantageoiisly  connected  with  Boston,  New 
York,  and  the  lakes  Ontario  and  Erie  l)y  excellent  water  and  railway 
routes,  and,  from  present  appearances,  must  contiiuie  to  increase  in 
connnercial  wealth  and  itnportance  so  long  as  the  Atlantic  cities  on 
the  one  hand  and  th(!  west  on  the  other  maintain  and  muUi])ly  their 
present  trallic  with  each  other. 


COLONIAL  AND   LAKE   TRADE. 


801 


Value. 


$725,819 

539,312 

56,387 


4,335,783 


329,423 


14 

26,100 

43 

12-1,000 

21 

6,475 

W 

220,652 

■5 

58,753 

85 

7,101 

Oil 

62,667 

!)() 

2,202,985 

81 

2,706,733 

51 

53,927, ;'>08 

on  the  cansils, 
the  Ji mount  of 
i-oin  the  west. 
)y  29,112  tons 

|l  the  properly 

in  th(i  western 

for  New  York 

hii-li  it  rarely 

ntly  to  pay  a 

Boston,  New 
Ir  and  railway 
Ito  increase  in 
anlic  cities  on 

niullii)ly  their 


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802 


ANDREWS     REPORT   ON 


Statement  of  the  comjiarative  vnluc  of  'property  sent  from  the  seaboard  to  ti<c 
interior  via  the  St.  Lawrence,  the  Hudson,  and  the  Mississij)]}^ 


Years. 


1851 . , 

1850., 

1849.. 

1848., 

1847., 

1846. 

184) 

1844 . , 

1H43.. 

1842., 

1841.. 


St.  Lawrence. 


ftio.o.iGjga 


Hudson. 


*80.739,899 
74,82«,999 
78,481,941 
77,477,781 
77,878,766 
64,628,474 
55,45.3,998 
53,142,4(1.) 
4a,2.'jo,4o« 
32,314,798 
56,798,447 


MisBissippi, 


«i38,874,782 
33,667,.325 
30,152,091 
28,141,317 
27,667,512 
21,668,823 
21,0.35,030 
23,480,217 
24,510,045 
24,093,.')70 
30,768,966 


There  sliduld  be  added  to  the  foregoing  table,  in  order  to  exhibit 
fairly  the  tonnage  ol'the  New  York  or  Erie  route,  the  amount  of  (Veighi 
carried  to  and  taken  from  tide-water  by  the  several  lines  of"  railway. 
The  following  is  the  estimated  business,  in  tons,  taken  from  oflicinl 
souree.s,  of  the  Northern  or  Ogdensburg,  the  New  York  Central,  and 
tlie  New  York  and  Erie  lines.  These  diflerent  lines  landed  at  tide- 
water, in  the  aggregate,  228,107  tons,  valued  at  811,405,350;  and 
look  from  thence  to  the  interior  89,112  tons,  valued  at  844,550,000. 


COLONIAL  AND  LAKE   TRADE. 


8'03 


aboard  to  ti<K 
issip'pi' 

Mississippi. 


*38,874,782 
:«,667,325 
30,152,091 
28,141,317 
27,667,512 
21,668,823 
21,035,030 
23,480,217 
24,510,045 
24,093,570 
30,768,966 


icier  to  exhibit 
louut  of  ficighi. 
ics  of  rail\v;iy. 
n  I'roiu  otUcial 
•k  Centiiil,  and 
lauded  at  lidc- 
,405,350;  and 
?-i4,55C,000. 


'Comparative  statement  showing  an  estimate  of  the  tons  of  some  of  (he  prin- 
cipal articles  landed  at  tide-water,  and  going  from  thence  to  the  interior, 
via  the  different  routes,  in  1851. 


Articles. 


Tht  Forest, 


Lumber. . 
Tii"I..T  . 
Siiinglos  . 
Staves  . . 
Furs. . . . 
Ashes. . . 


^Igi'iculttire. 


Flour  .... 
Wheat . . 
Corn  . . . . 

Oats 

Rye 

Ikrluy  .. , 
Potatoes. 
Cotton.  . 
Jleiup  .. . 
Wool. . . 
Kirjrs 

Oil  cake 
Tobacco., 
ISeef.... 
Ji'ork  . . . , 
Baron  .. 
Butter . . 

CIlC'L-SC  .  . 


Lard  . . 
Tallow. 


Manufuctuves. 


Whiskey 

I.ard  oil 

I.eatlier 

Lead 

Ilajlroad  iron. . . 

ri;;  iron 

BluOIMS 

Castinffs 

Nails  and  spikes 
Sui;ar 

ISIdluSKCS 

Kilt 

Coal 

Furniture 

Merchandise  .  .  . 
Sundries 


Total  tons. 


St.  Lawrence. 


Tons  up. 


Tons  down. 


10,2'JO 

1.7-}5 

76 

90 


62,351 

!),8!>5 

217 

9,177 


2,177 

s'Jl 

171 

I.. '■.01 

38 

43 

110 


,57G 


70,966 

16.867 

3,0.-)2 

1.746 

284 

69 

403 


Hudson. 


New  Orleans. 


Tons  up.     Tons  down. 


74  .. 

15  ^. 


T 


.')'j 


135  |. 


1 ,  :i99 

1.6.')5 
o 


.30 


-no 


89  . 
3,454  1. 
164  ;. 
1,122  I. 
37  ' 
l.V) 
413 


G49 
6 


27,;t94  ■:. 
14,179  ! 

9.794  '. 

l.:>Ki   i 

1,745  . 

3,. '.96  '. 
•.','M   I 

7,297 

9.0.54 


66 
"77" 


I 


1 
134 

86 


711,731 


Tons  down. 


7,185 

77,652 

24-? 

7,271 


13,938 
1.204 
4,102 

8 


2,9."H 

1(;".675 

1,221 


15,295  ; 
12.510  ! 


923 
141,412 


6,408 
13,055 


:-.  I 


1,465  . 
349,230  i 
117,266 


4,.^^0 
74,722 


12!), 


329,621       467,961       1,977,151 


53,552 
500 


.362,714 

100,138 

94,910 

5,193 

221,6.33 

109,989 

.57.. 509 

6,949 

8,(K] 

43,426 

17,949 

22,809 

110 

.321,.'>G6 

.580 

2,8.5H 

5,2.59 

1.838 

3,405 

1,851 

54,187 

12,215 

9,077 

7,203 

47,205 

5,4.52 

37.291 

4,784 

2.417 

12,801 

l.tll 

5,407 

22,7!i(i 

122 

196 

29.27t. 
2,117 


9,592 
"  "62 


118.273 
91.500 


85.1100 


152,350 


1,292,670 


Tlie.sc  figures  show  correctly  the  tonaasvo  arriving  at  and  departing 
from  tide-water  on  the  Ilndson  by  canal,  and  that  pa.ssing  up  and  down 
the  St.  Lawrence  canals,  during  tlie  past  year.     Upon  the  Mississippi 


804 


ANDREWS'   REPORT   ON 


routes  tho  estimates  are  based  upon  the  best  data  obtainable.  There 
are  no  means  at  hand  ot'estimatmg  with  any  probable  degree  of  accu- 
racy tiie  "up"  tonnage  of  the  Mississippi.  With  these  additions,  tho 
toliowing  table  would  show  the  comparative  movement  upon  the  dit- 
tcrent  routes : 

Cominiratwe  statement  showing  tonnajre  and  value  of  merchandise  sent  from 
and  received  at  seaboard  btj  way  of  the  New  York  canals  and  St.  Law- 
rence and  Mississippi  rivers  for  1851. 


Doicmcaril. 


New  York  canalx... 
Aew  York  railroads., 


Mississippi. 


Upward. 


New  York  canals.. . 
New  York  railroads. 

St.  Lawrence 

Mii-sissijipi 


Tons. 


1,977, l.")! 
l,iOi,G7U 


4G7,9G1 
1-JU,779 


Value. 


^.W,  737,508 

]l,405,3.>i) 

9,153,580 

10f<,051,7U^ 


80,739,89!) 
44, 55(1, (Mill 
]ll,9.'.(;.7!)3 
38,«74,7!:i:2 


The  movement  on  the  Pennsylvania  line  is  not  entered  in  the  coni- 
jiarative  statement,  because  only  the  through-tonnage,  wiiich  is  sup- 
po-sed  to  l)c  represented  by  the  amount  Iran.-^ported  over  the  rartage  rail- 
road,  is  shown.  The  amount  of" this  loniiag<>  going  (;ast  upon  this  road 
tor  1851  was  13,()i)6  tons,  valued  at  81X?5,()iH>;  total  tonnage  going 
west,  10,901  Ions,  valued  at  82,779,731,  The  tonnagt;  of  tin;  jiuhlic 
works  of  INiuisylvania  having  an  (a.st(>rn  direction  is  derived  cliiclly 
from  the  produce  of  tlu;  t^tatc,  which  is  of  great  magnitude  and  ini- 
jjortanc  .  For  this  trade  there  are  two  outlets — one  by  the  Columbia 
railroati,  and  one  by  tli*;  Tide-water  canal,  tin;  returns  of  the  tttnnago 
of  which  will  be  found  annexed. 

Tabular  statement  shoiving  the  value  of  proper! y  received  at  seaboard  by  the 

foregoing  routes. 


Years. 


H.->!  . 

iNjfl, 

1-49. 
1^4^^. 
1^47. 
l-^IJ, 
l'-45. 
l'^44. 
1-43. 
]>4-J. 
]-41. 


St.  Lawrence. 


j>9,153,5d0 


Hudson. 


<..-)3,927,.')0« 
.■.5,474,(;.37 
5r>,3"5,.5-Jl 
r)(l,hs3,9()7 
73,0'J:J.4I4 
51,1(I5.','5G 
45,4.5->,.'i-,>l 
34,lf<3,l('7 
iif!i,453,40fi 
a^, 751, 013 
ii7,i>25.3±> 


484,9:24,474 


Mississippi. 


$  Kb,  05 1,705 
IO(;,9~'4,0e3 
9(i,rtJ7.S73 
81,9>f9,(j;i2 
79,779.151 
90,0.33.::>5(; 
77,193.4ti4 
.'■)7,19(i.l-J-J 
(iO,094,71G 
53,7^2,051 
45,710,045 


857, 058,  IW 


COLONIAL   AND   LAKE    TRADE. 


80o 


able.     There 

gree  of  accu- 

MtUlitions,  the 

upon  the  dif- 

ndhe  scM  from 
t  and  St.  Low- 

Valuo. 


$53,727,508 

11,405,3:)() 

0,153,5SI) 

108,051,7U8 


PO,  730. 801) 
44, 55(i, (11)11 
1(1, D.'iU. 71)3 
3S,«74,7!5-J 


-d  ill  the  com- 
,  which  is  sup- 
he  Vorldgc  rniU 

upon  this  mad 

tonnage  going 
of  the  puhUc 

U-rived  chidly 
nitiah;  and  iin- 
y  the  Cohnnhia 

of  the  tonnage 


scahoard  hij  the 


Mississippi. 


< 


m()si,()51,7(li 

<)(i,rtt7.s-3 
8Kl)8;).(il)2 
79,771).  1.">1 
<)0,033;','5(; 
77.1'.)3.4(i4 

.'i7,l%.l-^-^ 
(i(),()l)4.71G 
.53,7k:2,II.')4 
45,716,04:. 


857,(J58,l(>i 


The  movements  for  the  past  year  upon  the  St.  Lawrence  and  Portage 
routes  only  are  given,  tor  the  want  of  convenient  data.  The  down- 
ward tonnage  upon  tlie  St.  Lawrence  canals  for  1850  was  212,13<0, 
against  320,621  tor  1851,  upon  which  the  above  estimate  is  made. 

The  tonnage  is  estimated  to  corresi)ond  in  value  with  the  estimated 
value  of  similar  articles  on  the  Erie  canal. 

Statement  of  property  aent  ivcstuurd  from  Fhiladclphia  by  railroad  in 

1851. 


Articlos. 


Agricultural  productiuiis  not  spocilied pounds. 

Ikrlcy Iiiirrels. 

Cotton pound 

Hemp 

Hops 

Potatoes 


pou 
...do.. 
...do., 
.busliels 


Seeds do. . . 

Toi)acro,  not  nMUutacturcd ])ouiids. 

Wiu'iit busliels. 

Hides,  dry pounds. 

Hides,  |[rrecn do. . . 

Lcatlier do. .. 


Wool do. . . 

Hoards,  plank,  kc feet. . . . 

Alo,  beer,  and  porter i)arrels. 

lionncts,  boots,  Isii: pounds. 

(^Iiinawaru  uiid  cpiecMiswarc do. . . 

CotVcc do. . . 


Drugs  aiul  medicines do. 

Dry  jroods do. 

Dvcstull's lo. 


Ci  lasswarc do . 

Groceries do. 


Hardwiiro  and  cutlery do. 

liarrninir. (Id. 

Liquors,  foreign 

I'aints 


.ir!i  lions, 
.pounds. 


S:i'it bushels. 

Tobacco,  uiauufacturcd pounds. 


Vnvils (to. 


Coal,  mineral tons.. . . 

Copper pounds. 

Gypsum tons.. . , 

Iron,  i.iiifs pounds. 

Iron  ca.<thii;s do. . . 

Iron,  bar  and  sheet do. . . 

Nails  and  spikes do. . . 

Machinery do. . . 


J'paiusli  whitniij  , 
Steel 


-do 


Tin do... 

llacon do. . . 

Cheese do .  . . 

Fish .barrels. 

Put,  pearl,  and  soda  ash ]iounds. 

Marble lo. . . 


Agricultural  implements do. . . 

Furniture , do. .. 

Oil  (except  lard  oil) irallons. 

Paper i.ounds. 


[iper. 
Kags , 


.do. 


Straw  paper. do. 

Tar  and  rosin do. 

Sundries do. 


Amount. 


1,493,000 

7,i.'48 

I,G31,000 

347,400 

5:2,000 

l,7,s>i 

G61 

213.. WO 

2,(137 

1,178,500 

735,000 

()r^4,f;(IO 

]!)G,(;00 

54(i.00a 

I.l.'SG 

5,029,500 

5,111,000 

G, 851, 700 

2.140.200 

3G,514;70(I 

G3,500 

IGG.lOi) 

,33.7;t5,fi;o 

10,071.500 

103.000 

38.1-7 

4G5,;tOO 

44,.5.-H 

151,400 

232.500 

5,1(;2 

7G,M)0 

1,244 

83G,400 

2.480,300 

2. 801,, 300 

5(il,2()n 

1.080,400 

■  4(10. 400 

7(iO,(iOO 

1,247,. 500 

100,. 300 

257,700 

.33,210 

l,72G.5iiO 

2,656.000 

7,400 

777.200 

.3.50,377 

1    Nl.tidO 

i,.'j:;  ,000 

10.200 
9,. 526, 100 
3,359,800 


ft 


1     L 


806 


ANDREWS     REPORT  OH 


Articles. 


Iiivo  Htock pounds. 

Number  of  earn  cloiircd 

Fnnsoiiffors,  miles  triivclled  by  emijfraiits  ffoing  west >. 

Amount  of  toll  rucoivcd • 


Amount. 


73,500 
5(i.75ri 

a'):),45f, 

$392,71)4  U 


Stalrmcnt  of  proiiertij  rtaivcdat  Philadalph'm  b'j  railroad  from  the  West, 

in  1851. 


Articles. 


I 


Agrirultural  productions  not  fi]>ccifiod pounds. , 

n.irley buHFielB. , 

Ryu do. .. 

Corn do . . . 

Cotton pounds.. 

Hemp do. . . 

Oats bushoU. . 

Potatoes do. . . 

Seeds do. . . 

Tobacco,  not  manuflicturcd |)ouiuls. 

Wheat biisliels. 

Deer,  butl'alo,  and  ninosc  skins pounds. 

Feathers do. . . 

Funs  and  ]>eltry do. . . 

Leather do. . . 

Word io.  .  . 

Bark,  g'round do. . . 

Boards,  plank,  &lc fett.. . . 

Dru<rH  and  medicines j)ounds. 

Dry  ^roods lo.  .  . 

Dyestutis do . . . 

Earthenware do. . . 

Glassware do. . . 

Hardware  and  cutlery do. . . 

Bagging do. . . 

Tobacco,  manufactured do. . . 

Whi-skey jrallons. 

Coal,  mineral tons.. . . 

Copper pounds. 

Iron,  pi[rs do.  . . 

Iron  casting do. . . 

Iron  blooms  and  anchonios do. . . 

Iron,  bar  and  sheet do. . . 

Nails  and  s|>ike8 clo. . . 

Machinery do. . . 

Steel do. . . 

Bacon do.  . . 

Borf  and  pork barrels. 

Butter pounds. 

Cheese do. . . 

Corn-meal barrels. 

Flour do. . . 

Lard  and  lard  oil pounds. 

Soda  ashes do. . . 

Tallow do. . . 

Furniture do. . . 

Oil  (except  lard  oil) gallons. 

Paper pounds. 

Rags do . . . 

Straw  paper do. . . 

Live  stock do. . . 

Passengers,  miles  travelled 


Amount, 


4,142,000 
a  1,048 
.11,l9.'i 

4G4,r.i)r> 

5H  1,3(10 
H29,(;(I0 
45l,7Gr4 

3H,;-,H7 

iiG.im 

6,3'->4,0()0 

k'i,(ir)r> 

4r)3,300 

43',',  700 

17L),(;(I0 

3.3(;3.!)l)0 

3,:t44,'J00 

3,0(;4,IJ(N) 

4,551,100 

4H,400 

1,405,200 

.377,8(0 

215,800 

425,500 

5H'.»,H0O 

4t;,30O 

L.'iiiO 

632, 3Gi 

3,104 

1, '50, 100 

2,479,1)00 

l,5(i,100 

1,3.35,900 

9,071,700 

1,7.59,100 

7 1, GOO 

9,400 

11,693,500 

4.543 

1,917,700 

8,000 

6,220 

315,2.57 

3,HI7,200 

131,000 

2f>2,200 

638,000 

1,HG2 

891,100 

Hll.HOO 

9HG,70fl 

7,594,700 

4,264,463 


t 


COLONIAL   AND   LAKE    TRADE. 


807 


Amuunt. 


7n,r)()i) 

5(i.7r.r. 

8r)r.,4.i(> 

$392,71)4  U4 


^  from  the  West, 


Amount. 


4,142,000 
21,04fH 
31,193 
464,  r)!»r> 
0«l,3t)0 
829, (idO 
45i,7Gr) 

3H,r)H7 

20.03!) 
«, 324, 000 
121,().ir> 
4tVl,300 
432,700 
179, COO 
3.3fi3,90» 
3,344,200 
3,0(i4,(;i)0 
4,5."il,100 
4«,400 
1,4(1.), 2l)(> 
.377,  H 10 
215, HK) 
42.1,. 'iOO 
5H9.H00 
4G,30O 
1,.')(I0 
6.32,302 
3,104 

i.-)0,ioa 

2.479,900 
1 ;-)(;.  100 
1,335.900 
9,071,700 
1,7.59,100 
71,000 
0,400 
11,693,500 
4.543 
1,917.700 
8,000 
6,220 
315,257 
3,H17,200 
131,000 
292.200 
638,1100 
1,HIM 
891,100 
811,800 
986,700 
7,. 594, 700 
4,264,403 


Compnra'ire  statement  ofui)ward  tnlh  on  the  Susquehanna  and  Tidewater 

atnals. 


Articles. 


Alo barroU. . . . 

AslioH,  Hoda  and  other poiindH. . . . 

Boats  cleared number. . . . 

Dacon,  pork,  beef poundH. . . . 

Done  duHt,  guano do 

Brickr. do 

Biirr-blockH,  cement,  mill-atones do 

Clay,  German  and  fire 

Cotton • pounds.... 

Clioeso do. . 

Cotfeo do. . 

fish barroln 

Griiidntoncs poundn 

Glass 

Hides pounds 

Iron do. . 


Iron  ore lo. . . . 

Iron  castings iln. . . , 

Leather do. . .  i 

Marble do..., 

Mercliandiso  not  spcciticd do,.., 

Nails kpiTH. , 

I'iissonirurs number. , 

Plaster toUH. . 

Salt bush<!lH. 


1849. 


292,687 
4,676 

662,261 

.564,146 
1,24.5,595 
1,927,245 
1,. 328, 767 

290,125 


23,270 
185,879 


12,(1.50,8.37 

264,420 

1,009,498 


18.50. 


1,189,017 

4,613 

1,117,541 

765,265 

1,478,669 

6,7.38,287 

1,437,9.38 

92,396 


23,193 
170,945 


4,658,855 
"i'(J72*,053 


|)i)un(ls. 
.  .do.  . . 


Soapstono 

Band 

Sundries do. . 

Tar,  rosin,  pitch barrels 

Wheat buslielrt 


.562,045 

29,701,790 

4,779 

109 

10,694 

173,0.50 

806, 1,55 

5(;9,2!)0 

1,016.229 

2,. 528 

19,545 


618,487 

.30,835,069 

5,865 

89 

9,286 

138,214 

l,44H.2.-)5 

421.061 

1,133,. 393 

3.. 535 

461 


1851. 


15,237 

5,210 

095,070 

894,428 

936,548 

187,642 

966,213 

132,936 

37,295 

2,122,062 

22,367 

219,500 

182,236 

1,368,29.3 

1,283,130 


1,854.261 

22,. 322 

656,070 

31,944,140 

5,415 

1.''2 

8,103 

129,278 

1,310,400 

5(!3,483 

1,098,226 

3,658 

8,277 


if 


:.  I  111 


808 


ANDREWS'    REPORT   ON 


C'lmparativc  statement  of  downward  to/ls  on  the  Simp/r/tainia  and  Tidc' 

utttcr  cttntiln. 


Articles. 


Agricultural  {troductH  not  ppocifiud..  • 

•  ...IxnirulH.. 

Hiirk 

•  •  t  •  tCordsi  • 

IJoiits 

...nuinbor.. 

J)rlck.s,  Tiro  iind  roiniiuiii do., 

Jiiittor,  clu'CMo,  lar(l,uiid  tallow ])oiin(lN. 

(/(lal,  niitliracito tons. 

Colli,  liitiiiiiiiiou8 do. . 

Cliarcual poiinilM. 

Corn  and  other  frraiii hiinlicls. 

Flour ItarndN. 

\co |)oiiiid!<. 

Iron,  bar  and  railroad,  and  nailH toiiN. 

Iron,  bloom,  tons,  '2,Wi poiindn. 

Iron  ore tons. 

Iron,  |ii<r  and  rast do.. 

LL'athor lunnidH. 

Lime IiuhIk^Is. 

Liniostotio jn'rchcs. 

I>ii|iior!<,  domestic barrels. 

liivo  stork pounds. 

Locust  treenails do. . 

Lumber,  sawed suj).  (i'ct. 

Lumber,  niaido,  elicrry.  and  walnut do.. 

Mereliandiso  and  mainitaetures  not  specified 

Poles,  lioo| number. 

Fassonirers do,. 

RaiT'i pounds. 

Seeds,  lla.\,  ijrass,  &e liusliels. 

t^lunijles number. 

tSlate,  rooting' tons. 

Staves nundier. 

Sumac,  shaved  and  pround  bark pounds. 

TiinlxT euliie  I'ei't. 

Tobacco pounds. 

Wheat I)ushels. 

Wood cords. 

Wool pounds. 


1H49. 


(ia(i,o(i;j 

(i.l7;j 

l,i2H,i!i;» 

1(17,  OH 

2(1,(14(1 

l,()().'i,()(IO 

.')(IH,W)7 


•A 
o 
I) 

25 

1 ,2(i(l 

IKt 

«t 

LM 

.S4 

.VI 

52,:»t4 

27(1 

ru\ 

320 

I 

212 

k; 

1),(J4'J 
472 

(It; 

H4() 

I 

121 


,212 

,((!).'» 

,4fi!» 
.(W» 
,!t7(» 
,2.''.M 
.  (!.'>() 

,.'n.'i 

,7.'i(l 
,21.1 
,47H 
.!)Mi 
,7(H) 
,:t77 
.47i» 
,427 

CAC, 

.(i(l(l 

.:r,i 

.417 

..•i.'.(i 

,.'i7.'V 

,  4:)() 
,  (;s;j 


1H50. 


:t;(2,24a 

11.711 

2.(;.vi 

(i.lli!) 
.'«()7.  !).•>(» 

;iws,,'>i2 

lot),  (11  I 
17.(;7!l 

;<(). (1(1(1 

10'.). (i!)! 
I0f<,227 


17 

2'.  10 

;» 
H 
\:> 

21(1 

C2,(;-<(i 
:t!i.". 

1,104 

:i2(i 
.) 

27H 

S-H-IO 

!t.".2 

IM 

24 

4;t 

i,i:<i 

:i 

.1.-. 


,.Tt4 

,  iNi 

:t.-.7 

,:(2.") 
,  Ki? 
.'too 

.2(i,') 
.200 
,1-0 
,4l(i 
,22.'> 
,740 

,:t(i7 

,(i(i!l 
2.V.> 

,  cm; 
it  t.'i 

270 

,:(•-'•.• 

,(i7(i 
,  I'M 
,707 
,21M 
,4-<4 


1851 


1,307,017 

3,312,(l!»:i 

3,02(i 

«,h;i 
•lH.'j,(;i).') 

7h3,7n!I 

12!»,27fi 

20,(i73 


M\,utr, 
I42,:i(i:> 

.'■)2(!,4(tO 
4,12!S 
1,!W4 
1,1. I.') 

17,H(MJ 

H!>I,H11 
34lt,2.s| 

17,312 

r.»,ooo 

2^0  (t(M> 

r7,lN2.*>.^,5 

217, (i|« 

l,.''i.T.l.lt7l 

.'>l(i.7!IO 

f^lM 

3lH.i;t3 

14,004 

>*,77.'i.()l.'» 

(;o4 
7.''),'i.o;)(( 

.'to.">.742 
24,070 

(i;):t,3(;(i 

1,O.T>,4.-)0 
3,.'i73 

27,f*I0 


Value  of  jirudvcc  rccch'cd  via  canals  on  the  Hudson,  and  at  New  Orhana 
via  Mississlpi)!,  with  United  States  exports  and  imports. 


Vears. 

New  York  canals, 
at  tide-water. 

At  New  Orleans. 

Total. 

]840 

*,23.213..'i72 
22,7.")1,0I3 
4.-|.4.'>2.321 
,'iO.>,-3.!l07 
.'i.").4-0.;i41 
.')3.;i27..'')iiS 

r;(i,M)3,iii2 

]«42 

^4.j,71t.,04.') 

.'■)7.i:i!».122 

70,77'.»,1'>1 

it(i.is<J7,H73 

10(1, 024. (KJ 

I0f<,  (),'■)  1,70H 

S(i'^.4tu,,'')(|s 

]tj.\-, 

102.(;.'(1,443 

^^<i^ 

130  (i(i3  0;')^ 

Jh.-)!) 

l.V.'.37S.,<14 

]^r)i 

l(;o.>.')l,.V,(l 

l^VJ 

174, '.•44. MO 

COLONIAL  AND  LAKE  TRADE. 


809 


wa  an 


1  Tiilc 


INTERNAL    TRADE    OF    THE    UNITED    STATES. 


• 

18:)  1 

a4a 

i,:«i7,ni7 

711 

a,;ti>>,();i3 

tir.j 

:»,(»•,'« 

Hi!) 

fi,Wil 

;».■)() 

485,  rm 

51 'J 

7f<3,7H<( 

,(>ii 

li.>!»,'J7(J 

.(ITII 

ao,(;73 

,IHMI 

j;iM 

r.!>i,i(i.', 

,'J-i7 

14i>,:t(W 

f)a(i,4(i(» 

'.'x\V 

4.1-J^ 

.INS 

l,!l-1 

:i.-)7 

i.ir. 

.St!» 

17,  NIK) 

.:<•.'.'. 

>^'.»1,,-11 

.1H7 

:ii'.t.'>i 

.'1(1(1 

.''•..')  H 

.-jti.-) 

!            17,:U:J 

.-,•(1(1 

l'.).(l(l() 

.|Mt 

'            '>0  (l(H» 

.4Mi 

77,ls-J.>j,-,5 

.•J-J.". 

i>17,(ilM 

.71(1 

i,ri.T.t.'.t7i 

.:t(i7 

SUi.'ilO 

'.(Mlil 

r^lh 

.  (IMM 

.'JlH.l.'O 

i.-j.'.;t 

14.(1(14 

i.c'k; 

i     H,77r..(;i.'i 

It  i.'i 

•1(14 

.•>i(i 

i       7r.:>.(i;i(i 

.;)■.'•-' 

:<ii.'.,74'j 

.07(1 

•,'4. (17(1 

M:it 

t;:<:i,  ;<•;(; 

.7(;7 

l,(i;t?.4:)(t 

l.-Jl^i 

..l-l 

27.-1(1 

at ; 

S^nr  Orleans 

/^*"/' 

(s. 

Total. 


>(W,4('m.,'')(1'^ 

'i(i-i.(;.')i,44;j 
i:iii.(;(;:».(i.')S 
i:p-.'.:i7s,si4 
1(1(1. >.'.i.:i!ii 

174,'.t44.M(i 


Undor  this  title  nn  nstimiit(!  will  bo  li)rin('(l  of  the  jiifiiicjiitc  viilijc  ot 
th(i  liikc  ntHl  river  comtnorcc  ()('18-')1,  and  nlso  iiii  csliiiiMtcOrilit!  Viiluo 
of  the  (;iitirc  c()M.«»tini;,  catjal  and  railway  coiiiincnM' of  ihc  United  Stati'S 
for  ISriiJ.  h  will  H'adily  he  ix-rccivcd  that  all  oin-  coninirrec,  which 
is  not  composed  ol"  transactions  with  (l)rei,t,Mi  countries,  |)ro|)(  rjy  eoincs 
under  the  dead  of  *' internal"  or  •'domestic"  commerce,  as  it  is  a  trade 
or  sy.«tem  of  exeiianfjes  which  exists  among  ourselves,  and  tinough 
which  we  arc  enabled  to  consume  so  large  a  share  of  our  own  i)roduc- 
tions. 

It  is  very  probable,  r.«ipccially  in  domestic  trad(!,  that  the  same  mer- 
chandise or  nroduee  may  enter  into  th(!  comput.'ition  of  the  .  qregatc 
liir  the  whoh>  country  several  dillerent  times;  but  the  tiict  ll.it  it  is 
obliged  to  pay  a  comtnercial  tribute  nt  cvt^ry  point  where  it  is  handled, 
sold,  or  exchanged,  in  the  .shape  of  comnussions,  storage,  <'artage, 
cooperage,  insm'ance,  etc.,  renders  it  as  a  pidi)ri!itely  a  pcrtion  of  the 
comniere(>  of  the  phu'e  where  its  value  is  enhanced  by  these  expenses, 
as  though  lliey  occurred  each  time  in  foreign  countrie:^.  Thus,  a,  com- 
putation of  the  value  of  lh(!  entire  commere<  of  the  \\oil(l  would  show 
the  value  of  the;  imports  and  exports  at  each  aiui  every  i  .iL  of  all 
countries;  and  yet  such  a  compulation  would  scarcely  give  ;,•  definite 
idea  of  tli(!  true  "money  value"  or  •'ciuaiuity"  of  the  pi  p.rty  enter- 
ing into  "/''■  exeliange  ;  or,  in  other  words,  tlii;  pro]  I'tion  ot  llie  ag':  •- 
gale  j)niduetioiis  of  the  world  wliieli  are  exeh;  iigt  1  or  [>nt  into  a 
market  prc'vious  to  consumjition.  In  these  estiniates,  tliere!i>re,  the 
gross  value  of  tli(>  domestic  trade  will  be  considered,  mid  if  tli(,'  results 
arrived  at  be  correct,  they  should  nearly  etirrespond  with  the  aggregate 
business  transacted  by  all  the  commercial  houses  in  the  country. 

It  has  been  shown  that  the  domestic  or  coastwise  tra(U>  of  the  lakes 
in  b^-'">l  was  valued  at  .^-31  1,473,158.  As  it  is  usual  ti)r  j)riees  of  all 
agricultural  produce  to  lluetuate,  it  is  impoitnnt  to  know  the  (juantily 
as  Well  as  value  <-omposing  the  commerce,  in  order  to  decide*  upon  the 
actual  increase  or  decreas.' of  prodiietion.  The  r<'tiu'ns  of  the  district 
of  "lUifliilo  creek"  show  the  I'ins  of  property  composing  the  imports 
and  exports  at  that  port;  and  as  the  commerce  of  that  distiict  is  u 
very  fair  rej)resentation  of  the  cliarae  ■.  .>f  the  whole  lake  commerce, 
the  tonnage,  the  value  per  ton,  ol'  the  -mnierce  of  that  port  will  be 
u>vd  as  a  basis  in  ascertaining  the  tons  of  the  lake  commerce.  In  this 
wav,  the  average  valine  <if  exports  and  imports  is  ascertained  to  be 
87!)  li)  i)cr  ton,  which  into  $314,17'),  loS,  as  above,  gives  3,071,126 
tons  as  the  gro.-s  inii)nrts  ned  exports  at  all  the  lake  ports.  Tlu^ 
licensed  Amerii-au  tonnage  engaged  in  this  trade  was  215,975  measured 
tons,  wliicli  into  3,!)7 1,120  tons,  gives  a  fraction  oven-  (>ighleen  gross 
tons  per  ton  measurement,  or  eighteen  tons,  as  it  may  be  called  f()r 
coiivenienci',  rec(Mved  and  discharged  j)er  ton  licensed.  Ai)plyiiig  this 
rul(>  to  tlie  tonnage  of  the  Mississippi  and  its  tributaries,  with  an  addi- 
tion of  twenty-live  per  cent,  in  consiileration  that  the  river  tonnage  is 
cmploye'd  the  whole  year,  instead  of  eight  to  nine  months  as  on  the 
lakes,\vill  .show  an  approximation  to  the  gross  tons  of  the  river  com- 
merce.    Mr.  Couwin's  report  on  the  "Steam-marine  of  the  Interior" 


iU' 


810 


ANDREWS'   REPORT  ON 


I'  i  4 


states  the  river  tonnage  at  135,560  measured  tons,  which  multiplied  by 
twenty-four,  gives  3,253,440  tons.  Adding  one-fourtii,  813,360  tons, 
to  this  amount  for  flat  and  keel-boat  transportation,  and  tiie  aggre- 
gate is  4,066,800  gross  tons.  The  average  value  per  ton  of  such  prop- 
erty received  at  New  Orleans  during  the  year  ending  August  31,  1852, 
was  $83  58,  which  is  assumed  as  a  fair  representative  value  of  the 
whole  trade.  Tlie  gross  value  of  the  river  commerce  in  1851  was 
$339,502,744;  and  the  total  of  lake  and  river,  according  to  these 
estima.  s,  $653,976,202. 

None  of  the  enrolled  and  licensed  tonnage  of  the  United  States  is 
engaged  in  loreign  trade.  It  amounted  in  1851  to  2,046,132  tons, 
87,476  of  which  was  engaged  in  the  cod-fisheries,  50,539  tons  in  the 
mackerelfisheries,  and  1,854,318  tons  in  the  "  coasting  trade."  The 
tonnage  of  the  lakes  and  rivers  is  all  included  in  the  "coasting  trade," 
as  cii.  ^silied  in  the  treasury  returns.  The  treasury  returns  i()r  1852 
show  tiiat  the  aggregate  registered,  enrolled,  and  licensed  tonnage  has 
been  uugm(>nted  mice  June  30,  1851,  by  amount  ten  per  cent.  If  liiis 
increase  of  ten  ])er  cent,  be  added  to  1,854,318  tons,  an  aggregate  is 
arrived  at  f()r  1852,  of  2,039,749  tons  of  ship[)ing  employed  in  our 
domestic  "carryiiic;  trade"  or  "exchan<res,"  besides  considerable  recis- 
tered  tonnage  whicli  frequently  enters  tlic  coasting  trnde  between  ihe 
Atlantic  ports  and  those  on  the  Gulf  and  the  I'acific.  It  should  he 
remarked  here  that  a  large  proportion  of"  this  tonnage  is  sail,  and,  tiierc- 
l<)re,  incaj)ablt'  ot"  as  frecjuent  trips  as  steam.  An  investigation,  how- 
ever, shows  that  there  is  very  little  dillerence  in  the  carrying  cajiacity 
per  ton  measurement;  as  the  fuel  and  machinery  of  steamers  take  up 
so  much  room,  and  add  so  largely  to  the  weight,  that  but  a  small  pro- 
portion of  freight  is  recjuired  to  put  a  st(!amer  in  the  "  passage  trade" 
in  "rmniing  trim."  Hence,  the  annual  "carrying  traih;"  of  a  large 
steamer  is  generally  less  per  ton  measurement  than  that  of  a  sailing 
vessel.  As  some  of  tl'is  coasting  tonnage  is  emj)l<)yed  only  in  summer 
months,  but  the  major  portion  of  it  during  the  whole  year,  the  capacity 
per  ton  measurement  will  be  assumtxl  in  this  estimate  at  20  gross  tons. 
This  f()rms  an  aggregate  of  property  received  and  discharged,  in  the 
transaction  of  our  domestic  trade,  of  40,794,980  tons;  which  estimated 
at  the  mean  value  ($81  36)  per  ton  of  the  lake  and  river  commerce  of 
]851,  would  constitute  a  gross  sum  of  $3,319,030,372. 

The  canal  commerce  of  liie  United  t^tates  is  prosi'cuted  upon  about 
3,000  miles  of  canal,  which,  excluding  the  coal  trade,  cleannl  and 
landed  an  average  of  about  6,000  tons  per  mile.  The  New  York  8taie 
canals  averaged,  in  clearances  and  landings,  !d)ont  9,()(>()  tons  per  mile, 
but  this  is  abovf!  the  average  f()r  all  the  canals.  At  6,000  tons  per 
mile,  3,{)()0  miles  give  18,000,000  tons,  valued  at  $(')6  the  ton,  and 
li)rming  a  gross  sum  of  $1,188,000,000. 

There  are  also  completed  in  this  country,  13,315  milrs  of  railway; 
but  as  2,500  miles  have  been  opened  since  .January  1,  1S52,  only  10,<S15 
miles  can  ])e  considered  as  having  [)articipat<'(l  in  the  trade  of  1852. 
»S<veral  of  the  longest  freight  lines  have  received  and  delivered  an 
aggregate  amounting  to  ;m  average  of  2,000  tons  per  mile;  but  as  many 
other  lines  do  a  comparatively  light  li'eighting  business,  the  average;  as- 
sumed will  be,  1,000  tons  per  mile,  or  a  gross  business  of  10,815,U(X) 


COLONIAL   AND  LAKE   TRADE. 


811 


tons,  whicli,  from  the  gnneral  character  of  railway  freight,  as  being  of 
u  lighter  and  more  costly  character  than  water  iVeight,  may  bo  valued 
at  $100  the  ton  :  this  would  give  an  aggregate  of  gross  railway  com- 
merce amounting  to  $1,081,500,000. 

This  is  undoubtedly  a  very  unsatisfactory  way  of  computing  the 
value  of  our  domestic  trade,  but,  until  better  data  can  be  arrived  at, 
the  fairness  of  this  statement  cannot  be  denied  ;  and  it  is  only  put  Ibrth 
as  the  nearest  approximation  that  can  be  made  to  accuracy,  under  our 
present  system  of  internal  trade  returns,  in  the  hope  that  the  startling 
results  liere  obtained  may  arouse  those  interested  in  this  important 
trade  to  a  full  investigation  of  the  subject  by  the  collection  of  authentic 
data. 

It  has  been  customary  herctotljre,  in  making  up  these  or  similar  esti- 
mates, to  call  the  net  money-value  of  property  oue-hnlf  the  gross 
amount.  Though  this  process  may  correctly  denote  the  number  of 
tons  transported,  it  will  by  no  means  decide  that  the  same  projjcrty 
has  not  entered  and  re-entered,  several  times,  into  the  genera!  account, 
as  it  mov(xl  from  ))oi[it  to  point  in  search  of  a  consumer.  Foi  conve- 
nience, liowever,  the  f()ll()vving  tabular  statements,  showing  the  gross 
and  net  tons  and  value,  are  presented  : 


1851. 

NKT.                                                                 GROSS. 

Tons. 

Value.                   Toils. 

Value. 

I.akn  cuiniiiorr'o 

River  coinnierco 

l.!1.S5,.'i(;3         §157,2.3(;,7ai)  \    3,i)71,12ti 
2,0.33,400  ;         ](;'.», 751, .372  !     4,0()<),!r<00 

^314,473,458 

339,502,744 

AiTf  reirate.  ••• 

4.01H.'JG3  1        .'l-^i;  <»>4,-(  1111 

8  037. 92G  <      (;ri.'i_Q7r.  on>2 

— ").■  ■  -, — — 

Estimato  of  1852. 

NET. 

GROSS. 

Tons. 

Value. 

Tons.               Value. 

Coastiiiiy  trndo •...• 

1                       ! 
20,3117,41)0  :  $l,(;.-i9,51<),f,h(l  i  40,794,980  $3, 319, 039, .372 
9,000,000  1         594.000,000  !  18.000,000  1  1,188,000,000 
5, 407, .WO  j        540,750,000  !  10,815,000  |  1,081,500,000 

At^jrmratn.  .■■.•>>>. 

34  804.990  i     9-794.Qr.9.fW(:     (lO.ClMI.OSO  ?  .I . .WS .. ''.:)(). .172 

_,  •"  -; )  "-— 

' 

The  retiu'ns  already  made  from  some  of  the  lake  ports  indicate  an 
increase  over  18/31  of  over  twenty-five  per  cent,  in  value  of  trade,  and 
twenty  per  cent,  inereasi^  of  tonnage. 

This  eoinm(Mce  and  its  necessities  have  occasioned  the  construction 
in  the  United  States  of  nearly  twenty  thousand  miles  of  magnetic  tele- 
grapii,  at  a  ct)st  of  little  less  than  $6,000,000. 

Conunent  upon  such  fiicts  as  arc;  Ikmc  presented  will  readily  suggest 
ihemselvi'S  to  the  minds  of  all  intelligent  men.  It  will  bi;  seen  tiiat 
our  domestic  commerce  is  of  incalculable  value  to  us,  even  as  repre- 


f^ 


^^': 


Mm 


812 


ANDREWS     REPORT   ON 


sented  by  the  "  coasting"  trade ;  but  when  to  this  is  added  the  value 
of  our  whale,  cod,  and  mackerel  fisheries,  and  our  *Oalilbrnia  trade, 
that  is  carried  on  in  registered  bottoms,  its  magnitude  w Ul  be  still  more 
astonishing.  The  fact  that  our  domestic  exchanges  amount,  by  sale 
and  resale,  and  by  the  additional  value  gained  by  the  labor  bestowed  in 
transportation,  sale,  &c.,  annually  to  over  Jive  thousand  million  dollars,  as 
the  sum  upon  which  one  commission  or  profit  is  paid,  and  that  in  this 
trade  is  employed  actively  and  profitably  over  tim  million  tons  of  ship- 
ping, which  cost  not  less  than  one  hundred  and  twenty  million  dollars, 
three  thousand  miles  of  canal,  thirteen  thousand  miles  of  railway,  and 
twenty  thousand  miles  of  telegraph,  costing  about  tour  hundred  and 
fifty  million  dollars,  is  one  calculated  not  only  to  astonish,  but  to  excite 
admiration  of  the  energy,  industry,  and  enterprise  which,  in  s(J  short  a 
period,  have  achieved  this  high  position. 


1 

«■- 


>'3 


INDEX. 


INTRODUCTORY. 

Paffo, 

Jiiatructions  from  the  Secretary  of  the  Treasury l 

Necessity  for  a  well  organized  system 2 

Works  containing  valuable  information  on  statistics 3 

Progressive  emigration  from  the  Old  World  to  the  New 3 

Gross  amount  of  lake  trade  from  1841   to  1851,  inclusive 4 

Trade  of  the  Erie  canal  from  1835  to  1851,  inclusive 4 

Total  amount  of  wiicat  and  flour  by  the  New  York  canals  in   1851 5 

Total  tonnage  on  all  the  Now  York  canals  from  1836  to  1851,  inclusive 5 

Waters  of  tlio  great  lakes  and  the  St.  Lawrence 5 

liiij)ortancc  of  improvement  of  the  navigation  of  the  St.  Lawrence  and  the  Wel- 

land  and  St.  Lawrence  canals 5 

Hfirbor  accoiimiodations  on  the  lakes 6 

Ccjumiercc  of  Chicago,  HulValo,  Oswego,  &c 6 

i^uidic  meetimr  I'cld  at  Milwaiikio  ii;  1837 , 6 

Necessity  for  the  construction  of  harbors  on  the  lakes 6 

Necessity  for  marine  iiospitals  at  commercial  ports  upon  the  lakes. 7 

Cliain  of  coiiiiiiuniiation  througli  the  great  lakes  yet  to  be  Kui)plied 7 

luiportance  of  the  construction  and  completion  of  caiial.s  uniting  the  lakes  and 

rivers „ g 

iliilroad  interests  of  tiie  west 8 

Ignorance  of  the  resources  of  the  west  to  support  railroads 8 

,\rtifi<'ial  chainiel.<  created  liy  modern  commerce [) 

Distances  from  Ni-w  Orleans  to  New  York,  I'iiiladelpliia,  Haltiniore,aud  J5oston..  9 
Distances  from  (iuei)ec  to  Hoston,  New  York,  i'iiiladelplni,  liaitimore,  and  New 

( )rleans 9 

Kxlent   of  railroads   cuiwlructcd   and   in   course   of   construction  ;    cost  of   tlie 

same 10 

lvir<i|iean  Inans  lA'  money  on  railroads 10 

Itancrofl  and  lleercii  on  ancient  and  niudiTii  navigation 11 

TliK   TllADi:,   COMMKllCE,   AND   NAVIGATION   OF   TIIK   IJKITISH   NORTH 

AMERICAN  COLONIKS. 

liMjUiries  with  retercnco  to  the   British  North  American  colonics;  their  foreign, 

internal,  and  intercidonial  trade,  conmierce,  navigation,  ^c 1*2 

Attention  invited  to  sketch  of  early  history  of  Nova  Scotia  and  New  Brunswick, 

by  Dr.  Charles  T.  Jackson  and  .Mr.  Alger,  of  Boston 12 

I'lKs.sessions  of  Great  Britain  in  North  America. 13 

.\rea  of  Briti>li  North  .Xmcncan  jirovinies 13 

Population  of  British  North  American  provinces  in  1851 13 

l{irth-plac(!  of  Canadi m  population 14 

Value  of  exports  from  the  British  North  American  colonies  in  18()G,  1831,  and 

1851 14 

Outward  tonnage,  by  sea,  in  18(I(),  1831,  and  1851 14,15 

.Slop  building  in  the  North  American  colonies 15 


V 


V 


.i 


il 


814 


INDEX. 


Page. 
Aggregate  tonnage  since  18U0 15 

Value  of  total  exports  from  Canada  for  1851 16 

Principal  articles  and  values  of  imports  into  Canada  by  the  river  St.  Lawrence, 

foi  the  year  1351 17 

Principal  articles  and  values  of  exports  from  Canada  to  other  countries,  (princi- 
pally Great  Britain,)  for  the  year  1851 n 

Statement  exhibiting  the  natural  products,  domestic  manufactures,  and  foreign 

goods  imported  into  tlie  colonies  from  the  United  Stales  for  1851 ig 

Aggregate  of  colonial  imports  from  Great  Britain,  the  United  States,  and  other 

countries,  for  1&^' 18 

Aggregate  of  colonial  exj-ortd  to  Great  Britain,  the  United  States,  and  other 

countries,  for  1851 19 

COLONIAL  TRADE  IN  1851, 

Canada — imports,  exports,  new  ships  built  at  Quebec 19 

New  Brunswick — imports,  exports,  new  ships 19 

Nova  Scotia — iniports,  ex])orts 19 

Newfoundland — imports,  exports 19 

Prince  Edward  island — imports,  exports,  new  shippiii;x 20 

Negotiations  for  free  trade  between  the  United  States  muI  tlie  colonicK \>Q 

Bill  of  the  House  of  Representatives,  in  1H48,  for  reciprocal  free  trade  with 

Canada :<1 

Agricultural  alistrart — Ujiper  niul  Lower  ("Canada -JO 

Abstract  of  tlic  rcroal  produce  of  the  United  Stales  in  H5I 23 

Total  (luantily  and  value  of  cereals  exported  from  tlie  United  States  in  1851 24 

Account  of  tlie  (|uantitics  of  wheat,  barley,  and  oats,  imjiorted  into  England, 
Ireland,  and   Scotland,  from  the  United  States,  Canada,  France,  itc,  for 

the  years  1840,  I.SjO 25 

Abstract  consumption  of  foreign  grain,  from  1847  to  1^50,  inclusive 27 

Abstract  of  grain  imported,  from  184(1  to  1850,  inclusive 27 

Flour  and  wheal  exported  from  Canada  in  1850  and  1>;51 27 

Total  (|uanlity  of  wheat,  flo'ir,  rye,  oats,  &c.,  imported   into  the   Uiiitecl  States 

from  Canada  in  the  year  ending  Juno  30,  Hoi} 27 

Total  domestic  ll^iur,  &.(•.,  cxjiorted  from  the  United  States  to  tiic  Britisli  .N'urlh 

AnuMican  colonics 28 

Greater  interest  of  Can;i('.a  West  in  free  intercourse  with  tlie  United  Slates  than 

Cana<la  East — orii.'in,  language,  geographical  position,  kc 28 

Principal  articles  and  values  imported   into  Canada  troui  the  United  Stales  in  the 

year  1^51 29 

Principal   aitich'S   and  values   exporli'd   from   Canada  to  the  Unitr'd  States  in  the- 

year  l^')l 30 

Inland  trade  Itetween  Canada  and  the  United  States — tmmage  inward  and  out- 
ward   30 

Revenue  eoileeted  in  the  diU'erenl  districts  ol'  the  I'nited  Stales  bordering  on  Can- 
ada, from  lH4',t  to  1>51,  intlusive 31 

Propositions  lijr  reei|»roeal  free  trade  and  free  naviwnlion 31 

Importance  of  a  free  participation  m  the  sea  liuheries  near  the  shores  of  the  colo- 
nies   32 

Cruisers   titled  out  by  the  colonial  governments  to    j>revenl   American    fishing 

within  certain  limits ^ 33 

Necessity  of  a  naval  force  of  the  Federal  government  on  the  colonial  coasts 33 

Bvuclita  lu  Ihu  United  States  from  the  colonial  trade 31 


'«>?"»■■' 


INDEX. 


815 


PART  I. 

The  deep-sea  fisheries— Bay  of  Fundy ,  coast  of  Nova  Scotia,  Grand  Bank  of  Ncw- 

fuuiiuianii,  Guifof  St.  Lawrence,  etc , 35 

Hardship  of  the  proliibition  to  American  vessels  of  fishing  within  three  miles  of 

the  colonial  coasts gg 

Benefits  which  would  result  from  permission  to  cure  fish  on  the  coasts  of  the  pro- 
vinces          35  37 

Navigation  of  the  St.  Lawrence 33 

French  fisheries  at  Newfoundland , 3g 

Law  of  Frii  iicc  granting  bounties  to  the  sea  fisheries 38 

Law  of  the  National  Assembly  of  July  22,  1851 39 

Bounties  to  tlie  crew 39 

Bounties  on  tlio  products  of  the  fisheries 39 

Bounty  on  cod  livers 39 

Effect  of  the  treaty  of  Paris  of  1824 40 


PAK/r  II. 

The  trade  of  tlio  lalics 4I 

DilliL'uity  of  iiUt, lining  iiiformatioii  ofthn  trado  and  conunercc  of  the  lakes 41 

Necessity  of  legal  provision  fur  obtaining  infurmation 41 

Organization  of  a  statistical  olRco  reconunondod 42 

Benefits  of  reliable  Htatis^tical  data 43 

Ruai^ons  why  inland  navigation  requiren  aid  from  the  pnldic— its  iiitluenco  on  na- 
tional prospi-rily 43i  4 

Extent  of  the  coast  line  of  lake  trado 45 

Statist icH  of  nicasurenii'iit  of  the  lakes 45 

Wliiilc  fnilfic  of  the  great  lakes  for  lf^.')l  45 

DitVercnce  of  amount  of  trafiic  in  the  years  1841  and  18.')] 'IG 

Statistics  of  tlie  steam  marine  of  thi;  I'niled  States  for  1851 47 

Distribution  of  steamers  in  the  i)asin  of  the  lakes 47 

Number  of  sloainers  on  each  lake 47 

Population  and  tonnage  of  the  N.  E.  Slates  and  the  N.  W.  States,  with  their  per 

cent,  increase' 48 

Area  and  po|)iil;ilioii  to  the  sfjuaro  mile  of  the  middle  and  norlliwestern  States.. .  48 
Entire  ninoniit  of  iii)|ir<iprialioiis  by  government,  to  1851,  for  the  benefit  of  rivers 

and  liarliors  sini'e  its  "rganization 40 

l.ossoflili'  iind  |)r(i|)crty  on  the  lakes  t'rom  1848  to  1851,  inclusive 41) 

!,()ss:'s  on  the  Atlantic,  ( Jiilf  of  Mexico,  and  Pacific  coasts  in  1851 50 

Losses  on  the  lakes  of  vessels  and  lives  in  1851 50 

Expediency  and   justice  of  protection  and  encouragement  to  internal  navigation 

and  inland  commerce 

Lake  navigatioi-  lud  exports  from  1G71)  to  1851 — population,  tonnage,  &.c 51 

Commerce  ofOIiio  with  the  interior  by  canals,  railways,  &c 5'i 

Railways  to  thi!  interior,  canals,  projected  railways,  fic 53 

Illinois  and  Micbi  ,an  canal  and  Chicago  and  Galena  railroad 54 

Valuation  of  real  estate  and  personal  property  in  Cook  county  from  1847  to  1851, 

inclusive 54 


if 


^ii^ 


.1  <.k''.? 


81C 


INDEX. 


Pop'-ilatnn  and  valaaridn  of  property  of  Chicago  from  1840  to  1851,  inclusive.... 
Growth  of  population  ot'tho  cities  of  Now  Yorli,  Boston,  Philadelphia,  Cincinnati, 

Buffalo,  Oswego,  Albany,  Chicago,  and  St.  Louis,  from  1800  to  1850 

Rati' :  of  increase  of  population 

Effects  of  railroads  and  canals  in  increasing  and  spreading  population .. . ........ 

THE  LAKE  DISTRICTS 

Statistical  statements  oi'tho  Canadian  and  domestic  trade 

No.  1. — District  of  \'ermont — 

Lake  Cliauii)!;'  n; ;  its  leu ^th  and  breadth,  islands,  affluents,  fianals,  kc 

Description  of  tiic  coasts  of  Lake  Cliampluin .^ ..... , 

Burlington,  the  port  of  cnii'y  of  the  diatric* 

Aggregate  amount  of  trai'o  and  comnioroc  nf  Lake  diamplaii,  .ii  1851 

Canadian  trade  of  V'Tmont  'or  the  years  ^.''i»  and  1851 

Tonnage  in  tlie  Canadian  traiio  for  1850  and  1851 .- 

Value  of  produce,  doniu:,)ic  and  foreign,  imported  from  ai!'I  exported  to  i  iiuiadi., , 
No.  :2.-    District  of  Cliamp'ii  :: — 

Platttib.irg,  the  jmil  of  entry — latitude,  longitude,  i)opiiIi)tii,;i,  &;; ^ 

Siti!ati<in  (if  the  district,  its  towns,  villages^  harbo^N,  ^e 

Can  ..l,.i!)  twi'o  of  the  district  cf  Ciiamplain  lor  the  ycariJ  1831)  aiul  1851 

Toniiug'j  cnrvM;  li,  Jini;;  .'ti!    1851 

ImportK  ;,  ii)   :\:|>(>iv'  in   Anmiican  and  British  vessels 

Nil.  .'.-  -District  i)f  Oswegatchie — 

Oijden.sh'i -g,  tlio  port  of  entry — latitude,  longitude,  po|uilation,  &c 

Duscrijition  of  the  district,  its  towns,  villages,  port",  k<; 

Ugdeii'.lnirg  railroad — important  iacililies  for  travel,  frci;:ht,  &.c 

Comparative  statistics  of  iuiport.s  of  the  coasting  trade  of  Ogdensl)urg  from  1847 

to    l.!^51,  inclusive 

<.\iastwisc  exports  from  1847  to  1851,  inclusive 

Etiniatcil  value  of  i.nporls  and  cx]iorts  tor  the  years  aliove  li.imud 

Inward  and  outward  liouiid  vessels  lor  tiie  year-  l''50,  lf<51 

Abstract  of  the  n;inil)cr  of  vessels,  tonnage,   anil    inen  cinpliiyed  upon  tin;  same, 
wliiiii   entered  and   cleared  from  the  jiort  of  (Jgdenslmrg,  distinguishing 

Anicrican  from  British  vessels,  during  the  years  lB.)Uand  I'-'.'d 

Canadian  trade  in  |.'^51 — imports  and  exjiorts  in  American  and  British  vessels. . . . 

Dut)'  coliei'tcd  on  imports  in  American  and  British  vessels 

No.  4. — District  of  ("ape  N'incunl — 

Cape  Vincent,  tin;  port  of  entry — hititudi-,  longitude,  population,  Kc 

Description  of  tlic  district,  its  coast.s,  j>ort8,  ice 

Imports  and  cxjiorts  to  and  from  (^uiada  in  18.')0  and  1851 

Kiiroilt'd  lonn;i;,'c  >.f  tile  district  in    1S5!),    IS.") I 

(Ainadian  trud(! — toniiagi-  inward  and  outward 

No.  .").— Distrirt  of  ."^ackctl's  llurlmr — 

Sackctt's  Hariior,  tlie  port  of  entry — lulitiidc,  longitude,  population,  iic 

Descriptiou  ot'the  district,  coast  line,  sliip])ing  )daccs 

Situation  of  the  i)ort  of  Sackctt's    Harbor,   its  advantages,  dedini!  in  connnfrco 

Rini'c  184G 

Values  of  the  commerce  of  the  district  from  |-:1G  to  1:?51,  inclusive 

Reasons  for  tije  dci  line  of  commerce  in  the  district , 

ExiK'is  coiistwisi'  for  1^47  and   1>^51 

Coastwise  iini)ortalions  liir  I^47  and   le51 

Enrolled  tonnage,  steam  and  sail,  for  1850,  1851 


Pago, 
54 


54 


55 


56 

56 
57 
57 

58 
58 
58 
59 

5a 

59 

CO 

(10 

do,  Gl 

Gl 
CI 
61 

C2 
C,3 
C3 


Gl 
G4 
Ct 

C,"i 
C,") 
65 
CJ 

Ct; 

r,n 
Gt; 

GG 
67 
G7 

6S 
CS 
G'J 


INDEX. 


817 


Pago, 
ive.tta  54 

cinnati, 

>0 54 

55 

55 

5C 

5C 

57 

57 

58 

58 

58 

L;aii3,di>...  53 

.......  59 

5'J 

I CO 

no 

i;u,  Gi 

Gl 

CI 

CI 

from  1847 

ca 

G3 

Git 

llu!  siiint;, 

lillirilisllilljj 

ct 

l•^S(•l^•.  •  •  •  C4 

G4 

•>•'' 

G.') 

G") 

GJ 

6G 

,. CG 

GG 

cDiiiiniTCO 

GG 

G7 

". G7 

GS 

G'^ 

G'J 


Page. 

Entraneos  and  cloarancca,  American  and  BritiHli  vessels,  for  tlie  year  1851 69 

No.  (i. — Di»trict  of  Oswego — 

Oswego  the  port  of  entry — latitude,  longitude,   population (39 

Description  of  the  district  cf  Oswego  ;  ita  advantages  for  coastwise  and  Cana- 
dian Ronuiicrcc. .    G9,  70 

City  and  harbor  of  Dswcgo  ;  improvements;  furtlierimprovcmontsrecommcndud. .  70 

Oswego  canal  -,  Syracuse  and  Oswego  railway 70 

Traflic  in  some   of  the  loading  articles  of  importation   by  lake   during   184i), 

IKW,  1851 71 

ArticIcH  received  from  Canada,  during  the  same  period 71 

Capacity  of  the  Oswugo  flouring  mills 71 

Canadian  commerce  fur  1851 72 

Coastwise    imports,   coastwise   exports,   and   foreign   commerce    at   the   port   of 

Oswego  for  the  year  1851 7*2 

Kiirollcd  and  licensed  tonnnge,  entrances,  and  cluariincos,  for  the  year<^   1850, 

1851 72 

Canadian  trade  in  1851 — imports  in  American  and  liritisli  vessels 73 

Exports  of  foreign  produce  and  manufactures,  and  domestic  produce  and  manufac- 
tures, in  Amoriean  and  Hritish  vessels 73 

imports  at  the  district  of  Oswego,  coastwise,  during  the  year  Ending  Decem- 
ber 31,  1851 74 

Kxports  coastwise,  from  the  district  of  Oswego,  during  the  year   ending   I)o- 

eember.'M,  1851 "75 

No.  7, — Distrit^t  of  (iciiesce — 

ilochester  the  port  of  entry — latitude,  longitude,  population 75 

Limited  commerce  ol  (Jeneseo  district 76 

Canadian  commerce  of  the  district  for  1850,  1^51 7G 

.\inount  of  tonnage  entered  and  cleared  at  ItoclicKtcr  in  1850,  1851 7G 

Foreign  and  domestic  goods  exported  to  Canada 76 

Foreign  and  domestic  goods  imported  from  CJtnada 77 

No.  H. — l)istri<l  of  Niagara — 

Lewiston,  the  port  of  entry — latitude,  longitude,  population 77 

Ivvtciit  of  the  district  and  situation  of  Lewiston 77 

liilciuled  suspension  bridge  across  the  Niagara  river  near  Lewiston 77,  78 

Connncrceof  the  district  during  the  year  1851 78 

Tonnage  employed  in  llie  district  for  1850,  11^51 78 

(^)inpaiutiv'    tureign  coninierce  for  1847,  1850,  1851 79 

Canadian  trade  in    1851 79 

Exports  of  foreign  goods  and  domestic  produce  and  manufacture 79 

Statement  of  men  and  tonnage  employed  in  the  ('anadian  trade  with  the  district.  80 
No.  9.— District  of  Uutlalo  Creek— 

ItutValo  the  port  of  entry — latitude,  longitudu,  population 80 

KxtiMit  of  coa.-tl-line  ;  ports,  ^c 80 

increase  of  conunerco  of  liutValo  Creek  ',  terminations  of  railways,  kc 80,  81 

Tonawanda  ;  its  situation  and  facilities  for  commerce 81 

Black    Koek — returns  of  trade   and  commerce   of  the   lakes  at  this  point  for 

1850,  1851 81 

Dunkirk — its  situation  and  harbor  ;  commerce 8!^ 

City  of  Huil'alo — increase  of  [>opulation  ;  conunanding  business  situation 82 

iiurbor  of  Itutiiilo  ;  accommodation  and  security  of  vessels 82 

Iniprovoments  in  progress  and  contumi>lated , •... 83 

Terminus  of  canals  and  railways  at  liutralo  ;  dry -dock,  &c.... • 83 

61 


n 


.-J' 


818 


INDEX. 


Paffl, 
Commerce  and  tonnngo  of  niifTiilo ...•..• ^\ 

Increnso  of  cuiiuiiercc  from  1830  to  1851 ^ > 84 

Articles  sliippcd  eastward  from  Biiftulo,  by  cannl,  from  1835  to  1851,  inclunivo. .  g5 

Actual   incrcnse  of  trade  and   articleit   received  at  Ijuffiilo  from  1848  to  1851, 

inclusive 8G 

ImportH  and  exports  for  1851;  Canadian  trade,  &c 66,87 

Tonnage  fur  1851;  crews;  Dntitili  and  American  vcHscIa 97 

Coasting  trade  for  1851;  increase  of  1851 g; 

Present  population  of  Kutfulo — their  occupations,  &c ^g 

Statement  of  ])roporty  shipped  westward  from  tlic  principal  ports  in  tlio  district  of 

Uullalo  Creek  during  tht>  year  ending  December  31,  1851 80 

Statement  of  pro|)rrty,  moving  eastward,  received  at  Butluio,  coastwise  and  from 
Canada,  for  the  year  1851;  sliowing  the  kinds  of  property,  and  ([uantilieH 

of  eiich  kind,  from  eaeli  American  port  and  Cana(hi HO — llin 

Statement  sliowing  tiio  estimated  value  of  ea<:h  aggregate  of  the  severnl  articles 
received  at  each  of  the  several  ports  in  tlio  district  of  llutfalo  Creek  coast- 
wise null  from  Canada,  and  total  values  of  nil,  for  the  year  ending  the  31st 

December,  1851 101—114 

Aggreuate  <iuantites  and  aggregate  value  of  eacli  article  received  at  iiull'iilo,  Dun- 
kirk, and  I'ona Wanda 115 — 1 17 

Rceapitulatiun  showing  the  total  value  and  (unmlity  of  nil  property  rercived  fru'u 
and  sliipi)ed  to  tlie  westward,  in  tlic  district  of  liutl'alo  (.'reek,  during  the 

year  ending  December  31,  lti5i ||7 

An  necount  of  tlie  principal  articles  of  tltreicjn  produce,  growth,  and  niMuufirturr-, 
exported  to  the  ISritish  North  American  colonies,  in  British  and  Anieriian 
vessels,  from   the  district  of  Ilutfalo  Creek,  for  the  year  ending   December 

31,  1-51 IH 

An  account  of  the  ])rincipal  articles  of  the  growth,  produce,  and  nianuliiclurn  of 
the  I'nitcd  States,  exported  from  the  district  of  Rufl'ilo  Creek  to  the  llritisli 
North   American   colonies,  in  liritisli   and  Americuii  vi;H«els,  for  the  year 

enihng  December  31,  1851 ||ij 

An  account  of  the  princi|)al  articles  of  foreign  produce  and  manufacture,  with  the 
values  and  amount  of  duty,  entitlcil  to  drawback,  exported  to  the  Itritish 
North  American  colonies,  in  Ilritish  and  American  vessels,  during  the  year 

ending  December  31,  1851 l>{i 

An  account  of  the  principal  articles,  quantities,  and  values,  imported  into  the  dis- 
trict of  ltii''"ilo  Creek,  from  the  Ilritish  North  American  cobmics,  in  Amer- 
ican and   British   vessels,  with  the  amount  of  duty  rwx'ivtd,  lor  the  year 

ending  December  31 ,  1851 li}! 

Statement  of  C'anadian  produce  imported  into  the  district  of  Biitlalo  ('reek,  for 
warehouse  and  for  transportation  in  bond  to  tho  port  of  New  York,  ti)r 
exportation  to  foreign  countries,  during  the  year  ending    December  31, 

1851 1>J 

Statement  of  Ciinadian  jiroduce  im|)orted  into  the  district  of  BufVulo  ("reek,  dur- 
ing tho  year  ending  Decemiier  31,  1"*.')1,  (being  free  of  duly  ) m 

Statement  of  tho  foreign  and  coasting  vessels,  tonnage,  &c.,  onteruii  and  cleared 

from  the  port  of  Butlalo,  f<ir  the  year  ending  December  31,  l>51 lj;i 

Statement  of  the  numlx^r  and  toniing(?  of  American  vessels  trading  at  the  port  of 

BntValo  Oeok,  iluring  tho  year  ending  December  31,  1851 liT 

A  staieinent  of  tiic  vessels  and  tonnage  whi('h  entered  into,  and  cleared  from,  the 
British  North  Amerioan  colonii-s,  at  tho  district  of  Butl'alo  (.'reek,  for  the 
year  ending  Dccembci  31,  1851,  distinguislung  British  from  American,  and 
Btvam  from  tiaili.ng  vessels c 124 


!NftEX. 


819 


Paffo. 
84 

, 84 

uftivo . .  85 

0  1851, 

8G 

86,87 

87 

87 

88 

iBtrict  of 
«) 

ind  from 
iiaiiliiicH 
W)—\m 

1  nrtirlcH 
i!k  roasl- 

r  the  :n«i 

' 104—114 

sin,  Dun 

ii,')-in 

■  iviMl  I'ro'ii 
liiriiijt  tlic 

117 

iuit':n:tiirL', 

Aiiifririiii 

DtM-ciiiber 

IH 

ufiK  liim  'it' 
till'  Urilisli 
r  tli<!  yiNir 

U'.t 

p,  Willi  till- 

lie   Uriti»li 
ij,  the  yi'M- 

m 

U>  tlio  ilis- 
,  in  Anu'i- 
r  the  year 
l.Ql 

|)  Creek,  t'<>r 
Yiirk,  tiir 
(xMiilicr  HI, 
1^2 

reck,  iliir- 
12-2 

ami  tloiiruil 
l-ill 

till!  port  of 
li'l 

d  from,  the 
eek,  for  the 
iierican,  and 

Hi 


No.  10.— Dial' 'ct  of  Prtsqiie  Inle— 

Erie,  Pennsylvania,  tin-  port  of  entry — latitude,  longitude,  population. .       

E.xtent  of  the  diatrict  of  Prcsque   Isle;  siiipping   points;  dintanco  from   Buffalo, 

Cleveland,  Harrishurg,  and  WaHJiiiigtor ,  I).  C 

Penin«iila  of  Prosune  Isle,  its  harlwr  ;  Perry's  fleet  huilt  there  ;  naval  depot. .... 
Canal  from  Erie  to  Beaver  coiincets  it  vfitii  the  coal  regions  of  Pennsylvania  ; 

agricultural  rrsourcex, 

finports  and  exi>orls,  coastwise  and  foreign,  for  18.">1 

Character  and   ([uantity  of  some  of  the  chief  articles  of  export,  and  comparative 

increase  and  decrease  in  the  years  1845, 184C,  and  IKil 

Canadian  trade  in  IfiSl,  in  American  and  British  vessels 

Exports  of  domestic  produce  and  manufacture,  in  American  and  British  vessels.. 
Tonnage,  inward  and  outward,  of  American  and  British  vessels,  steam  and  sail 

Lake  receipts  coastwise  at  the  port  of  Erie,  Pennsylvania,  in  1851 

Shipments  coastwise  at  the  port  of  Kiie,  Pennsylvania,   in  1851 

No.   11. — District  of  (,'uyahoga — 

Cleveland,  Ohio,  the  port  of  entry — latitude,  longitude,  population 

Extent  of  tiic  district 

Back  country  of  tiie  district  ;  nature  of  its  exports 

Railways  and  canals  passing  throui^ii  the  district 

Ashtrtliiiia  ;  its  commerce  f<>r  tiie  year  IMl 

Cunnin^'liam's  Harlior ;  Madison  Duck;  Fairport ;  Black  River 

City  of  Cleveland  ;    distance  from  Pittsburg,  Columbus,  Butlalo,  Detroit,  Wasli- 

inijtoii 

Giowtli  and  population  of  the  city  of  Clcvel.md  from  17'J9  to  1851 

llarlior  of  Cleveland  ;  its  arx-ominodatiuns  for  vessels 

Commerce  of  (.'iiyahoj.M  district  ;  luiports  and  exports,  ciiastwisc  and  foreign. .. . 

Coini'arutive  husincss  of  ('leveluiid  lor  the  years  1847,  1848,  and  1851 

Iinpoits  and  exports  for  1847,  1848,  1851 

Whole  iiuiiiher  of  entrances  and  clearanci-s  coastwise,  for  1850,  and  1851 

Canadiiin  trade  in  1?51  ;  imports  and  exports  in  American  and  British  vessels.... 
Alistrart  of  duties  reccivc«l  from   imports  or  merchandise  in  American  and  for- 

ei;rii  vessels  diiriii^r  J.s.'ilJ 

Stiitcineiit  of  the   foreij^ii  trade  of  the   district  of  Cuyahoga,  showing  llie  num- 
ber of  vessels,  tonnage,   and  number  of  crew,  engaged  during  the  years 

lf^.)0,  IS.'.l 

Entrances  and  clc;iraiiccs  in  1850,  1S51 — coasling  trade 

Kxliiliit    of   the    coasting   traile    of  the    district    of  Cuyahoga,   during   tiie   year 

1851 — exports 

Exhibit   of  tlio    coasting   trade  of  tiie  district   of  Cuyahoga,   durini;   the   year 

I8.'il— imports 

No.   1-J.— District  of  Sandusky,  Ohio — 

Sandusky  City,  the  port  nf  entry — latitude,  longitude,  popul,\tioii 

Extent  of  district ;  ports  of  Vermillion,  Huron,   Milan,  Sai'dusky,   Venice,  F 

nioiit,  Portage  Plaster  Bcil,  and  Port  Clinton 

Vermillion;  its  situation  and  commerce 

iJuroii  ;  its  situation  ;  ship-canal  ;  commerce  in  1h47 

.Milan  ;  its  coiiiiiierce  in  1851 

Sandusky,  the  port  of  entry  ;  its  hay 

Suiidu.sky  City  ;  distanct^  from  Cleveland,  Columbus,  and  Washingtc 

tiun 

Mad  Ilivcr  and  Lake  Erie  railroad  -,  Saiulusky,  Manstiold,  and  Ne\ 


Pago. 
l-.»4 
1^4 

1-J5 
125 

1-.2G 
1-J(i 
1:27 
127 
1-.27 
1:28 

1Q8 
l'J8 
l'J9 
12!) 
1-J!) 
130 

i;io 
i:«) 
i;u 

131 

i:i2 
132 
13:2 
133 

i;i3 


134 
134 

134,  135 

136 


i 
I 


W' 


820 


INDEX. 


II 

I: 

■i 


% 


Total  comnricrco  of  Sandusky  in  IBM ^.  l,3h 

Quantity  of  wiiaat  BliippoU  from  Sandusky  tu  Canadian  purtH  in  ISfil \',Yi 

Coinparativo  table  showing  the  principal  oxports  from  SanduHky  for  tho  yoorfi 

1849,  1850,  1851 l.iD 

Fremont -,  its  roninierco  in  1850,  1851 140 

Vonir"  ;  its  Kiii]imontHof  flour  in  1851 140 

Portage  PlaHtor  Hod  ;  sliipmontu  of  plaster  in  1851 1  to 

J'ort  Clinton  ;  imports  and  exports  in  1851 , ]4o 

Koily 'h,  (^mningliam's.  Put-in  Bay  ;  Perry's  engngcment  in  their  vicinity 14() 

rommcrcc  of  tho  district  in  1850,  1851  ;  entrances  and  cluarances  ;  incrooso Ill 

Principal  articles  of  export  from  tho  important  ports  in  tho  district,  during  thi> 

yours  1847  and  1851 141 

Abstract  of  value  of  domestic  cx])orts  of  tho  district  to  Canada,  during  the  years 

184!>,  1H50 141 

Canadian  trade  in  1H51 ;  im)>ort!4  and  exports  in  American  and  nritisii  vessels. . . .  14;} 

Tonnage  of  Amurican  and  Ikitisli  vessels,  steam  and  sail 142 

Imports  coastwi.so  into  the  district  of  Sandusky  during  tlio  year  ending  Decem- 
ber 31 ,  1851 H:} 

Exports  coastwise  from  the  district  of  Sandusky,  during  tiie  year  ending  Decem- 
ber 31,  1851 — destined  mostly  for  tho  eastern  market M ) 

No.   13.— District  of  Miami,  Ohio- 
Toledo,  the  port  of  entry — latitude,  longitude,  poi)ulation 14', 

Extent  of  the  district  ;  ports  of  Manhattan,  Toledo,  Maumee,  and  Pcrryshurg. . .  14") 

Con.mcrce  of  Pcrrysburg  ;  imports  and  exports 14,'i 

Cc  T.iiicrce  of  Mainnce  city  ;  imports  and  exports ]  l.'i 

Situfiliou  uf  Toledo  ;  its  udvanta^'Cri Ill] 

Lines  of  railroad  connecting  witli  Toledo UG 

Commerce  ofToledofor  1847  and  1851 14fi.  117 

Enrolled  and  licensed  tonnage  for  1851 147 

Canadian  trade  in  1851  ;  imports  and  exports  in  .\nicrican  atid  IJritisli  voshcIs.  , , .  147 
Tonnage,  inward  and  outward,  of  An)erirnii  .-ind  Ilritish  vc8.sels,  stoam  and  sail.,  14S 
Statement  showing  the  principal  articles,  their  quantity  ant'  value,  imported  coast- 
wise into  the  port  of  Toledo  during  the  year  ending  December  31,  1851. .. .  HS 
Statement  of  the  principal  articles,  their  quantity  and  value,  exported  coastwise 

from  the  port  of  Toledo  during  tho  year  ending  December  31,  1851 W) 

No.  14.— District  of  Detroit- 
City  of  Detroit,  the  port  of  entry — latitude,  longitude,  population 1;"0 

Extent  of  coast-line  of  the  district |.')0 

Commercial  advantages  of  the  State  of  Michigan l.'il 

Rivers  of  MicliiL^an;  flour  and  wheat  exported 1,')1 

Monroe;  its  jjopulation;  eventual  importance  for  a  largo  amount  of  trade 151 

Valuable  business  of  the  ports  of  Gii)raltar,  Trenton,  Port  Huron,  Newport,  and 

St.  Clair 15'} 

St.  Clair  flats;  obstacles  to  the  free  navigation  of  tho  CIreut  Lukes 15i 

Importance  of  injprovement  of  the  St.  Clair  flats l.VJ 

.Port  of  Saginaw;  its  e.v  ports  of  lumiicr 153 

Ports  of  '''land  Haven,  St.  Joseph's,  and  New  Bufl'alo,  on  Lake  Michigan 153 

City  of  Detroit;  its  beauty  and  convenience;  distance  from  Buffalo,  Mackinaw, 

New  York,  and  Washington 153 

Detroit  river;  cultivation  of  its  shores;  agricultural  products;  fish;  game,  &c. ...  LIS 

Commercial  returns  of  Detroit;  imports  and  exports,  coastwise  and  foreign 151 

^onnugo  of  tho  port  of  Detroit;  clearances  and  eotninces  fur  1850,  1851;  increase  15! 


INDEX. 


821 


?agc. 
,.  138 

r.¥j 

ho  yoarH 

i:i9 

,*••••••  140 

>••••••■•  141* 

Ill) 

14(1 

ty 140 

oaRo Ill 

luring  tlio 
141 

the  years 

141 

'OSBols . « •  •  1 4'3 

142 

g  Dccom- 

143 

nir  Decern- 

Ml 

145 

rysburg...  143 

14:. 

ii:. 

in; 

UG 

14(1.117 

117 

vcssx'ls. .  •  •  147 

1  and  sail..  14S 
rto<l  roast- 

1,1851....  US 
(1  coastwise 

|B51 11!^ 

150 

ir.o 

i.'ii 

151 

radn 1^1 

uwport,  and 

1.W 

1.W 

]'d 

, 153 

hifjan •  '5.i 

Mackinaw, 
153 

inic,  &c. ...  l'''^ 

roiijn 1''^ 

51;  increaao  IS  I 


Pa(i^o. 

BusinoM  of  the  dintrict  in  1847 J55 

Groat  Wesforn  railway;  the  I.        Shore  road I55 

Knrollcd  and  liccnMcd  tonnage  nt  ilio  diHtrict  for  IH.'il 155 

Canadian  trade  in  1851 — imports  and  exports  in  American  and  Uritish  vousoIh.  . . .  155 

Tonnage,  inward  and  outward,  nf  Auterican  and  DritiHli  vuHKola,  Hteani  and  Hail, .  l.'iG 

Imports  coastwido  into  the  port  of  Detroit  during  the  your  1851,  with  their  value  156 
Expor(s  coastwise  from  the  i)ort  of  Detroit  iluring  the  yeur  1851,  with  their  csti- 

niatod  value Ijy 

Statement  of  freight  carried  .iver  the  Michigan  ('entral   Ilailroad  during  the  year 

ending  December  til,  1851,  in  tons  and  lliouaandths 159 

No.  15. — District  of  Michilimackinac — 

Mackinaw,  the  port  of  entry — latitude,  longitude,  population ICO 

Coast-lini!  of  the  district;  the  most  extensive ICO 

The  coun(ry  explored  and  mapped  by  French  .(esuits  two  centuries  ago IGO 

Induenco  on  the  couwnercial  affairs  of  this  continent;  its  faiilitics  for  navigation; 

|troiluctivencHs  of  its  fislierics;  resourctis  of  its  forests 160 

Manitowoc;  its  population  and  trade;  exports  and  imports 161 

Port  of  Two  Hivers;  its  productions Id 

Commerce  of  Two  Rivers  in  1851 ;  imports  and  exports 1G2 

(Ireen  Hay;  im])r(ivement  of  the  navigation  of  Fii\  river 162 

Fort  Crawford;  distance   from  Si.  Louis,  Hurlinglon,  Iowa,  fialena,  Illinois,  Du- 
buquo,  Iowa,   Prairie  du  Cliicn,  St.  Paul's,  Minne8o(.i  Territory,  and  the 

Kails  of  St.  Anthiiny 1G2 

Adv.mtages  of  inland  hteam  navigation 163 

Husinoss  of  Green  Bay  for  1851 ;  imports  and  exports 163 

Oconto,   Peslitego,  and    Monomonec   rivers;  course  and   trad<^  of  the  river   Me- 

nonionee ]G4 

White  F'isii,  I-]Mcanalia,  and  Fort  rivers 164 

The  Mdiiisliiiue  river;  business  of  tin;  i^lanl!s  of  Lake  Michigan 1G4 

North  and  South  .Maiiltous;  .Murmon  settlement 164 

Mackinac   island;  missionary  settlement  first  established  by  the   French  Jesuits; 

(iibrallarof  the  lakes;  war  of  1812 1C4 

Tradic  of  .Mackinac;  imports  for  iK'iO,  1H51 165 

Saiilt  S(e.  Marie;  distance  frciiu  Mackinac,  Detroit,  and  Washington 1G5 

Importance  and  advantages  of  a  sliip  canal  across  the  Sault  Ste.  Marie 1G5 

Traiisportalinii  of  ves.sels  by  horse  power  over  the  portage ICC 

Facilities  and  materials  tor  constructing  a  <  anal  around  tile  rapids. . , 166 

Wise  .iiiil  jinulcnt  i)olicy  should  the  United  States  government  cause  the  canal  to 

lie  eoiistriieted ICG 

Fstiiiiiled  business  of  Lake  Superior  for  1851 167 

Length,  breadth,  area,  &c,,  of  Lake  Superior 167 

Streams  tlnu  ing  into  Lake  Superior 167 

Places  of  business  on  Lake  Superior;  ininenl  pro<iuce •  168 

Vessels  taken  across  the  portage,  by   man  and   horse   power,  with  supplies,   and 

returning  with  ores  and  metal 168 

F.nrolled  tonnage  ("nr  the  Mackinac  district;  inaccuracy  of  the  returns 168 

V  iriada  trade  in  1S51;  imports;  duty  collected 168 

No.  16. — District  of  Mitwaukie — 

Milwaukie,  the  port  of  entry — latitude,  longitude,  population 168 

Coast-line  of  the  district;  ports  of  Sheybogan,  Port  Washington,  Kenoslia,  Ra- 
cine, and  Milwaukie 169 

Imports  and  exports  of  Sheybogan  for  1851 169 


liJ 


822 


INDEX. 


■r 


■;  i 


^=1 


Port  WoNhiiijrtnn-.  irn|i(irti)  nml  oxporU  fur  IHr^l .«   ..•• •••  jij!) 

KimiunIki;  iiii|iortH  anil  fxportM  fur  IH.*)! •  •  •  -    .  •  -  1G9 

R;t('iii»;  po|iiiliitiuii;  iinportN  nnd  I'xportn  for  W>1 170 

Milw-niikio;  (^immI  harbor;  tlio  city  nrid  population 170 

CutiniKirco  ill  1H,')|;  iinporlit  iiiul  (*.x|M)rtii • 170 

Cuiiiinorco  of  tlio  wlioln  dlittrii't;  iriiportn  ami  nxportH )70 

Kiiriillcd  niid  liccnuod  tonna^i  in  |Hr>l |71 

UuAincHN  of  tlio  ilislrict  in  Nonin  proininunt  articIoH  of  triido;  roin|>urative  tradii  of 

the  port  of  (intry  for  tlio  yoiirH  IKV),  18')  | |7i 

Htfitflinont  sliowiiiir  tho  principal  nrtich'M  of  oxp«irt  nnd  import,  cuiifitwiKO,  in  the 

(liHtnct  of  Milwaiikii',  (hiring  th))  yuar  1H51 ,,..... ••  173 

No.  17.— District  of  Chicnfo— 

Cliica^o,  tho  )>ort  of  ontry — liititiidn,  lonjfitudc,  popiilntioii 173 

Extent  of  roiiNt-hno  of  tho  dixtrict;    porti  of  Michigan  City,  Wuiikogan,  and 

Cliica/^i 173 

Miclii^ran  City;  itH  coniincroo;  Michijriin  Central  railway 173 

Waiikojfaii;  fertile  country;  ontranros  during  tho  year  18.11 173 

CoiiiMicrco  of  \V'.iukc)ran  ;  loading  articles  of  inipurt  and  export « 173 

ExjiortM  ;  total  coinnioroo  of  Waiikogan 174 

City  uf  Chicairo  ;  its  ))o])ulation  ;  advantage's  for  coniniorro 174 

IllinoiM  and  Miciiigaii  canal ;   connexion  with  St.  I.ouii* 174 

Galena  and  Chicago  Union  railway  ;  Chicago  and  Hock  iHland  road 174 

Inrreave  of  jinpulation  of  Chicago  from  J  ^40  to  January,  IS.'ilJ 175 

('onnnercu  of  Chicago  from  Ih.'Ki  to  IHfil,  inchmivn 175 

lA'adiiig  articles  and  quantities  oxportnd  from  184*J  to  1847,  incliwivc 175 

Importation!)  of  lumber  from  1847  to  18.')1,  incIuHivo \'(i 

ArticloM  of  export  from  1847  to  1851,  inchmive 17(1 

Canadian  trade  in  1851  ;  exports  ofilomostic  produce  and  manufacture;  imports..  I'C, 

Course  of  tho  Illiiioi.s  and  Michigan  canal ;  tolls  from  1848  to  1851,  incluHive 177 

Commerce  of  the  port  of  Cliicago  in  1851 177 

Reasons  fur  the  ditlbroncc  in  value  of  imports  and  oxjMjrts 177 

Amount  of  hiiiiber  received  ut  and  shipped  I'roin  Chicago  in  1851 178 

Amount  of  beef  slaughtered  and  packed  in  Chicago  in  1851 17S 

Wool-growing  in  Illinois  ;  exports  of  1851 178 

Pork-packing  ;  hemp  and  tobacco 178 

Arrivals  at  Chicago  for  1851  ;  enrolled  tonnage  of  the  district 178 

Quantity  and  value  of  the  principal  articles  of  export  and  import  coastwise  at  the 

port  of  Chicago  during  the  year  1851 179 

THE  LAKES. 

Difference  of  characteristics  of  the  various  districts  ;  proposed  sketch  of  the  lake 

region 180 

LAKE   CIIAMPI.AIN. 

Situation  of  Lake  Champlain  ;  its  length  and  breadth  ;  principal  feeders 181 

New  York  and  Vermont  shores  of  tho  lake  ;  opposite  characteristics;  lumber  and 

iron  ;  value  of  its  commerce  in  184G,  1847,  1851 180 

Avenues  and  outlets  of  tlie  trade  of  Lake  Champlain 181 


I'(i(fn. 

It)9 

IG!) 

170 

170 

170 

170 

171 

lo  triidc  of 

171 

riHe,  iit  the 

173 

, 173 

tpgan,  niul 

173 

17;j 

173 

173 

174 

174 

174 

174 

17') 

175 

175 

Hfl 

, 17t; 

;  importH..  17G 

liiHivp 177 

177 

177 

17S 

17S 

17S 

178 

178 

IwiHO  at  tho 

179 

of  the  lake 

180 

|..rs IB* 

lumber  and 

180 

181 


INDEX.  823 

LAKE    ONTARIO. 

PllgO  , 

Loiigtiii  bruadlli,  nnd  depth  of  Lako  Ontorio  ;  lioiglit  above  tho  neai  and  .iroa  in 

MquBro  niiluH 181 

rriuL'ipitl  tril)utiiriuH  of  Luko  Ontario  ;  itx  nattiml  outlet HI 

HiiuruH  of  tiie  luko;  popiiiuiii  and  prudiirtive Icjl 

doutiiern  ihure  ;   lurf^e  xalt  diHtrict  ;  internal  cornmnnination  ;  nbiindnnt  \viit(<r- 

powtrr IHl 

Avoiiui'M  unil  oiitli'tH  of  the  lake 181 

Coniniiinicution  with  the  Uiilf  of  Ht.  Lawrence  and  iniportant  harl)urK  on  tho 

Atlantic 18-3 

Vahiu  of  tliu  coniincroeof  Lake  Ontario  for  1851 l^H 

LAKE    CaiE. 

Latitude,  longitude,  length,  Itreadth,  and  depth  of  tho  lake 18*J 

Situation  of  Lake  Krie  ;  itM  ehuractor  and  coninicrcial  advantag;eH 1K2 

L)«!4i'r)pti(in  uf  the  country  around  Luko  Erie  ;  itx  natural  and  cultivated  pruductM  IH'J 

TriliiitaricH  uf  the  lake;  tho  Detroit  river  it*  most  iiiipiirtant  allluunt 183 

The  Niagara  river,  the  natural  outlet  of  Lake  Krie 183 

Connexion  of  Lake  Krie  with  Luke  Ontario 183 

Artificial  outletH  of  the  lake  ;  the  Wclland  canal,  tho  Erie  canal,  &c 183 

Land  Htvain  transportation,  connecting  with  New  York,  Canada  West,  Ohio,  &c.  184 

F.«timuted  value  of  tho  couiniurce  of  Lake  Eric  ;  liuenied  tonnage  of  the  lake...  184 

LAKK    sr.    CLAIR. 

Deticription  of  the  lake  ;  its  principal  tributaries 184 

('oniiuerce  of  Lake  St.  ('lair  ;  Hhip-huilding,  &.c 185 

NeccHHity  of  appropriationx  by  Congress  for  the  removal  of  obsitructionti  iu  Lake 

Hi.  Clair  and  Lake  St.  George ISii 

LAKE   HURON. 

Situation  of  tho  lake  :  itn  length  and  breadth , 185 

NuineroiiH  iidandB  ;  elevation  of  the  surface  of  tho  lake  ;  depth 185 

Great  Georgian  bay;  naval  and  military  titation  of  Penetanguishene  ;  settleinenUi ; 

Indian  reserves  ;  fort  of  Hudson  Day  Company  ;  Saginaw  bay 186 

Ilarliors  on  Lake  llurmi  ;  Thunder  bay  and  Saginaw  bay 186 

Communication  with  tlic  Atlantic  seaboard  by  railways 186 

LAKE   UICHIGAN. 

Situation  of  tho  lake  -,  latitude  and  longitude  ;  its  length,  breadth,  and  depth. . . .  186 

Green  buy  ;  itn  length  and  breadth  ;  principal  alHuent 187 

Principal  tributaries  of  Lake  Michigan 187 

Boundaries  of  tho  lake  ;  their  products 187 

Internal  communications  ;  canals  and  railways 187 

LAKE    IVPERIOR. 

Boundaries  of  the  lake  ;  sterility  of  lands  adjoining 188 

Tributary  rivers  ;  abundance  of  water-power 188 

Immcnso  amount  of  native  copper  ;  first  discovered  by  the  French  Jesuits 188 

Ancient  mines  rediHCovered  ;  isles  lloyale  and  Michipicoton 188 


i0 


hf 


'  i 


E 


^ 


r; 


} 


m 


824 


INDEX. 


Pago, 
Sault  Ste.  Mario,  the  only  inlet  for  merchandise ;  great  advantages  of  a  channel 

around  the  Sault Igg 

Essay  on  the  geology,  mineralogy,  and  topography  of  tho  lands  around  Lake  Su- 

poriur,  by  C.  T.  Jackson,  M.  D 189 

Description  of  the  lake  ;  its  latitude  and  longitude  ;  length,  breadth,  and  depth. .  189 

Tlio  coast  of  Lake  Superior ;  its  coves  and  harbors 190 

Dangers  of  crossing  the  lake  in  boats  or  small  craft 100 

Canadian  shore  of  the  lake  ;  tho  southern  shore igo 

Coast  of  Isle  Roj-ale  ;  good  boat  harbors ;  Siskawit  bay 191 

Healtlifulness  of  the  climate  of  Lake  Superior  ;  severity  of  the  winter ;  tempera- 
ture of  the  waters  of  the  lake 191 

Transportation  of  rocks  and  native  copper  by  tho  action  of  drifting  ico  ;  migration 

of  animals  on  the  ice 191 

Early  French  exr'  •••ers  ;  mines  discovered  by  tho  drift  ice 192 

Ger'.ugical  surv    '  of  the  tcrritoiy  ordered  by  the  government  of  the  United  States  192 

Form  of  construction  (jf  a  canal  around  the  falls  of  the  Sault  Ste.  Mario 192 

Necessity  and  advantages  of  a  sliip  canal  between  Lake  Superior  and  the  lower 

lakes 102 

Connexion  of  Hudson's  bay  with  Lako  Superior 193 

Public  faith  in  the  value  of  mineral  productions 103 

Rocks  of  Lake  Superior  land  district lOS 

Sandstones  of  Lake  Su))erior  equivalent  to  those  of  Nova  Scotia 194 

Chocolate,  Carp,  and  Dead  rivers  ;  mountains  of  iron  ore 194 

Granitic  and  sicnite  rocks  ;  whetstone  slate  on  Keweenaw  l>ay  ;  red  sandstone  to 

IKHnGris 194 

Trap-rocks  at  Lac  la  Relic  and  Mount  Houghton 195 

Description  of  Lac  la  Belle  and  its  coasts 195 

Copper  Harbor  ;  black  oxide  of  copper  found  there ]95 

Valuable  v(mii  of  native  copper  found  near  Kajflc  river 10") 

Tho  North  y\mcrican  Company  ;  Soutii  Clilf  mine lOfJ 

The  Northwest  Company  ;  valuable  mine  at  Eagle  Harlior 19G 

The  Forsyth  mine  ;  specimens  to  be  seen  at  the  Suiithsonian  Institute 107 

Native  copper  at  Keweenaw  Pointand  Isle  Royale 197 

Wasliitigtoii  Harbor,  on  Phelps's  Island  ;  native  c(>])pcr  found  there 198 

Siskawit  bay  ;  valuable  fishing  station 198 

Agriculture  in  the  vit'inity  of  tho  copjier  mines 199 

Forests  on  tlio  coasts  of  the  lake;  growtii  of  timber. 199 

Northern  or  Rritish  shore  of  Like  Superior  ;  its  mines 199 

Description  of  tho  rocks  and  minerals  of  Lako  Superior 200 

British  government  surveys  in  Ciinada 201 

General  view  of  the  lakes 201 

Benefit  of  the  lakes  to  the  commerce  of  the  United  States 201 

Connncrcc  of  tlio  lakes  in  lb'51 202 

Coastiii}!  trade  of  tlie  lakes  ;  exports  and  imports 202 

Value  of  till)  coastwise  cx]iort8  of  the  lakes 202 

Amount  of  grain  traiis]>orted  during  the  season  of  IM.'jl 202 

Statement  exhibiting  the  trade  and  tomiagc,  AuicriciiU  and  Canadian,  the  tonnage 
enrolled,  and  the  amount  of  duties  collected  in  each  of  tho  collection  dis- 
tricts on  tlie  lakes,  and  tho  aggregates  of  the  whole  lake  commerce,  for  the 

year  ending  December  .11,  IH.'jI 2(t3— 20,'» 

Statement  showing  tho  quantity  and  value  of  tJio  principal  articles  imported  into 
each  collection  district  on  the  lake  frontier,  from  Canada,  during  the  year 
ending  December  31 ,  1851 206-210 


INDEX. 


825 


Pago. 
189 

189 
189 
190 
100 
190 
191 

191 

191 
192 
192 
192 

192 
193 
193 
li)3 
194 
194 

194 
195 
19.) 
195 
195 

lor, 

19G 

197 

197 

198 

198 

199 

199 

199 

20O 

201 

201 

201 

202 

202 

202 

202 

203—205 
20&-210 


Page. 
Statement  exhibiting  the  quantity  and  value  of  some  of  the  principal  articles  of 

domestic  produce  and  manufactures  exported  from  the  collection  districts 

on  the  lake  frontier  to  Canada  during  the  year  ending  Dccenibor  31, 1851. .     211 215 

Statement  showing  the  value  of  some  of  the  principal  articles  of  foreign  merchan- 
dise exported  from  the  collection  districts  on  tiie  lake  frontier  to  Canada 
during  the  year  ending  December  31,  1851 216 218 

Statement  oxiiibiting  tiie  export  trade  of  the  collection  districts  on  the  lake  frontier 
with  Canada  during  the  year  1851,  distinguishing  between  foreign  and  do- 
mestic produce,  and  showing  what  portion  of  the  former  was  entitled  to 
drawback,  and  whether  exported  in  American  or  British  vessels 219 

Statement  giving  a  tabular  view  of  the  Canadian  import  trade  of  the  lake  districts, 
and  also  the  tonnage  entering  and  clearing  at  each  port,  distinguishing 
American  from  British  vessels,  and  steam  from  sail,  during  the  year  ending 
December  31 ,  1851 220—222 

Property  coming  from  Canada  by  way  of  Buffalo  Creek,  Black  Rock,  Oswego,  and 

Whitehall,  during  the  year  1851 223 

Statement  showing  the  quantity  of  some  of  the  principal  articles  exported  and 
iinjtorted  coastwise,  in  the  several  collection  districts  on  the  lake  frontier, 
during  the  year  ending  December  31, 1851 224 — 229 


PART  IV. 

Railroads  and  canals  of  the  United  States 231 

Ncc(!ssity  fur  internal  improvements  to  develop  the  rcsom-ccs  of  the  country 231 

First  project  for  a  canal  proposed  l)y  (Jeiieral  Washington 232 

New  York  the  first  to  open  a  canal  from  the  Atlantic  to  the  Great  West 232 

Adaptiil)ility  of  railroads  to  the  uses  of  connncrce 223 

New  York  ;  population  in  IKiO,  1840,  and  1850 233 

Erie  canal  ;  first  proposed  to  the  New  York  legislature  in  181G 233 

Cost  of  traiispurtution  j)rcvions  to  tlie  construction  of  the  canal 234 

Kxlcnsion  of  inland  navigation  through  the  opening  of  the  Erie  ci\nal 234 

Influence  of  the  Erie  canal  on  the  prosperity  and  connnerce  of  the  comlry 235 

Comparative  statement  sliowing  the  tolJs,  trade,  and  tonnage  of  the  New  Y'^ork 
Slate  canals,  and  the  progress  in  ccninierco,  navigation,  population,  and 
valuation  of  the  four  i)riiicij)iil   Atlantic  cities,  and  the  foreign  commerce 

o''  the  United  States  from  1820  to  1851,  inclusive 23C— 239 

Competition  between  railroads  and  canals  for  the  internal  trade  of  the  country...  240 

Enlargement  of  tile  Eriecainil  ;  reduction  of  freight 240 

Champliiu  canal  ;  trade  of  the  St.  [<:iwrcnce 241 

Comii  xion  of  Lake  ("hamiiliiin  with  the  St.  Lawrence  river  by  means  of  various 

railroads 241 

Railroad  from  Alb  my  to  Hutfalo  ;  difl'erenco  in  cost  of  transportatioTi 241 

Connexion  with  the  railroads  of  the  west , 242 

Eric  ruilroiid  and  its  branches 242 

Brandies  of  the  Eric  railroad  ;  facilities  for  the  trade  of  the  wi  st 243 

Albany  and  Siisiiuehaiina  railroail ;  convenience  for  western  freights 243 

Cost  of  the  public  works  of  New  York  ;  canals  and  railroads 244 

Railroads  from  the  i-ity  of  New  York  to  Moinreai,  Canada 244 

Projected  railroad  upon  the  west  bank  of  Lake  Chaniplain 245 

New  route  between  New  York  and  tiie  St.  Lawrence  river 245 


I 


826 


INDEX. 


■'!    ^''-i 


I    : 


Hi 


Remarkable  topographical  features  of  the  country 

Most  favorable  routes  for  economical  transit 

£qual  adaptation  of  the  routes  to  railroads  and  canals 

Railroads  from  Lake  Chaniplain  to  the  St.  Lawrence 

Delaware  and  Hudaon  canal,  useful  on  account  of  the  coal  trade • 

Railroad  lines  from  Rochester  to  Olean  and  Buffalo ;  value  of  the  connexion. . . . 

Complete  system  of  public  works  in  New  York 

Connexion  witli  western  harbors  by  railroads ;  consequent  reduction  in  cost  of 
transportation 

RAILROADS    OF   NEW   ENGLAND. 

State  of  Massachusetts ;  population  in  1830,  1840,  and  1850 

State  of  Vermont ;  population  in  1830,  1840,  and  1850 

State  of  New  Hampshire ;  population  in  1830,  1840,  and  1850 

The  Massachusetts  system  ;  railroads  of  Massacliusotts,  New  Ham])siiirc,  and 
Vermont 

The  Western  railroad  ;  trade  of  the  interior  conducted  to  Boston 

Cause  of  the  resumption  oftlie  construction  of  the  Erie  railroad  by  New  York.... 

Productiveness  of  tiie  Western  railroad;  chief  instrument  in  the  projjress  of  Mas- 
sachusetts in  population,  wealth,  and  commerce 

Railroads  from  Boston  to  Lake  Champlain  and  the  St.  Lawrence 

Dift'erence  in  cost  of  (%tnal  and  railroad  transportation 

Connexion  of  railroads  forming  the  line  from  Boston  to  Lake  Champlain  and  the 
river  St.  Lawrence 

Railroad  ronne.Kion  with  Montreal ;  western  produce  received  in  tho  New  Eng- 
land Status 

Progress  of  New  England  mainly  caused  by  the  construction  of  railroads 

Cost  of  tho  various  lines  of  public  impruvemcnts  constructed  fur  the  purpose  of  io- 
curing  to  Boston  the  trade  of  tlie  basin  of  the  St.  Lawrence  and  iho  west. . 

Connecticut  and  Passumpsic,  and  tlie  Boston,  Concord,  and  Montreal  roads;  junc- 
tion with  tlie  Atlantic  and  St.  Lawrence  railroads . 

The  Boston  and  Worcester  road  ;  important  communication  witii  liie  central  por- 
tions of  the  State 

The  Boston  and  Proviilence  road  ;  popular  route  to  New  York 

Railroads  from  Boston  eastward  ;  the  jJoston  and  Maine  and  Eastern  roads;  junc- 
tion with  the  .Maine  roads 

Through  routes  of  the  State  ot  Massachusetts,  the  Connecticut  River  line,  Worces- 
ter and  Nasliua,  Norwich  and  Worcester,  and  Providence  and  Worcester 
roads,  &.C ^ 

Providence  and  Concord  railroad,  in  tiio  State  of  Now  Hampshire 

Railroads  in  Connecticut  anu  Rhodo  Island — 

State  of  Connecticut — population  in  la.'JO,  1840,  and  1850 

State  of  Rhode  Island— population  in  1830,  1840,  and  1850 

New  York  and  New  Haven,  and  tho  New  Haven,  Hartford,  and  Springfield  roads. 

The  Air-line  road  ;  jirobability  of  its  comjiletion 

The  New  London  and  New  Haven  road  ;  intended  connexion  with  the  Norwich 
and  Worcester  and  Stonington  roads 

Most  popular  routes  of  iravel  between  Boston  and  New  York 

Principal  railroads  lying  in  Rhode  Island 

Great  line  following  tho  Connecticut  valley;  intended  extension  of  the  St.  Law- 
rence and  Atlantic  railroad 


Page. 
245 

245 

245 

246 

246 

246 

247 

247 


247 
247 
247 

248 
248 
248 

248 
249 
249 

249 

250 
250 

251 

251 

251 
252 

252 


252 
252 

253 
253 
253 
253 

953 


254 


INDEX. 


827 


Paa:e. 
245 

245 

245 

246 

246 

246 

247 

247 


247                i 

247 

247 

ire,  and 

248 

■  •■••••• 

248 

iTork.... 

248 

of  Mas- 



248 

249 

249             1 

1  and  the 

249 

ew  Eng- 

250 

250 

ose  of  io- 

lu  west. . 

251 

ds;  junc- 

>••••>•'  • 

251 

itral  por- 

251 

252 

ds ;  junc- 

252 

,  Worces- 

VorcoBter 



252 

252 
253 

253 

L'ld  roads. 

253 

253 

!  Norwich 

253 

"' 

254          ■ 

Page. 

Railroads  in  tho  State  of  Maine ;  population  of  Maine  in  1830,  1840,  and  1850. . .  255 

Railroad  from  Portland  to  Montreal ;  its  advantages 255 

Public  spirit  of  the  citizens  of  Portland 356 

Cost  of  railroad  ;  subscriptions  of  the  city  of  Portland  by  acts  of  tho  legislature . . .  256 

Example  of  the  people  of  Portland  worthy  of  imitation 257 

Portland,  Saco  and  Portsmouth  road 257 

Atlantic  and  St.  Lawrence  scheme  ;  stimulus  to  new  efforts 257 

European  and  North  American  project 258 

Great  line  of  railroad,  extending  from  Bangor,  Maine,  to  Halifax,  Nova  Scotia. .  258 

Kennebec  and  Portland  road,  extending  from  Portland  to  Augusta 258 

Projected  railroad  from  Bangor  to  Lincoln,  following  the  Penobscot  river 259 

State  of  New  Jersey— population  in  1830,  1840,  and  1850 259 

Railroads  of  New  Jersey ;  the  Camden  and  Amboy,  and  tho  New  Jersey  railroads.  259 
The  New  Jersey  Central  railroad  ;  proposition  to  connect  it  with  the  Sunbury  and 

Erie  road  ;  about  to  be  commenced 259 

Tiie  Morris  and  Essex  railroad  ;  importance  of  extending  tho  road  into  the  Lacka- 
wanna valley 260 

The  Union  railroad,  formerly  known  as  the  Patterson,  and  tho  Patterson  and  Ra- 

mapo  roads 260 

Canals  of  New  Jersey  ;  the  Delaware  and  Raritan  canal 260 

Morris  and   Essex  canal,  extending  from   Jersey  city  to  the  Delaware  river,  at 

Easton 261 

State  of  Pennsylvania  ;  population  in  1830,  1H40,  and  1851 261 

The  great  Pennsylvania  line  of  improvement — railroad  and  canals 261 

Utility  of  the  line  of  improvement  to  the  city  of  Philadelphia 262 

Susquelianna  division  of  the  Pennsylvania  canal 263 

Delaware  division  of  the  Pennsylvania  canal 263 

Beavor  division  of  the  Pennsylvania  canal 263 

Tho  West  Branch  canal,  from  Northumberland  to  Lockhaven 263 

Unproductiveness  of  State  works  of  Pennsylvania  ;  causes  of  failure 264 

Statement  showing  tht>  length,  cost,  total  revenue,  and  expenditures  of  the  public 

works  of  Pennsylvania  up  to  Janiriry  1 ,  I  ■'.■9    , , 264 

Private  works  ;  Pennsylvan'a  railroad  ,  Its  extent  uiid  cost 265 

Advantages  as  a  through  route  ;  favorable  cliaract>jr  of  its  western  connexions. . .  265 

Importance  of  tho  Pennsylvania  road  to  tho  trade  of  Philadelphia 266 

Philadelpliia  and  Reading  railroad  ;  its  length  and  cost 266 

Philadelphia,  Wilmington,  and  Baltinioic  .rilroad ■ 266 

Other  railroads  in  operation  in  the  Statu 267 

Important  works  proposed  and  in  progress  ,. o 267 

The  Alleghany  Valley  road,  in  progress  in  tho  western  part  of  tho  State 268 

Tho  Hempfield  road,  in  progress,  extending  from  Greensbiirg  to  Wheeling 268 

Tlio  Pittsburg  and  Stouben>ille  road  ;  to  connect  with  the  Steuben''i||e  and  Indi- 
ana road «••  268 

State  of  Delaware—population  in  18,30,  1840,  and  1850 269 

The  Newcastle  aiul  Frenchtown  railroad , 269 

Chcsapeako  and  Delaware  canal 269 

The  Philadelphia,  Wilmington,  and  Baltimore  railroad 269 

State  of  Maryland— population  in  1830,  1840,  and  1850 269 

The  B;>.Itimoro  and  Ohio  railroad  ;  extent  ;  estimated  cost 270 

Benefits  to  the  city  of  Baltimore  from  western  trade  over  tho  Baltimore  and  Ohio 

railroad 271 

Coimcxion  with  the  Northwestern  railroad  and  tlie  railroads  of  Ohio 271 


%\J 


828 


INDEX. 


Importance  of  the  local  traffic  of  the  road  ;  the  Cumberland  coal  trade 

The  Baltimore  and  Susquehanna  railroad  and  its  connexions 

Expected  benefits  to  Baltimore  from  connexion  with  the  Pennsylvania  and  New 
York  public  works 

The  Washington  branch  of  tlio  Baltimore  and  Ohio  railroad 

The  Chesapeake  and  Ohio  canal ;  its  original  route ;  stock  subscribed  by  the  Uni- 
ted States,  Wasliington  city,  Georgetown,  Alexandria,  and  the  State  of 
Maryland 

Difficulties  of  construction  ;  Cumberland  coal  trade  ;  capacity  of  the  canal 

State  of  Virginia— population  in  1830,  1840,  and  ISM 

Great  advantages  of  Virginia  for  the  construction  of  canals  from  the  waters  of  the 
Ciicsapeakc  to  the  river  Ohio 

The  James  river  and  Kanawha  canal 

Progress  uf  the  work  ;  difficulty  of  completion 

Railroads  in  Virginia — Central  railroad 

Virginia  and  Tennessee  railroad 

Extent  and  course  of  tiie  road  ;  favorable  prospects  of  trade 

Important  lines  of  railroad  in  Virginia > 

The  South  Side  and  the  Richmond  and  Danville  roads 

The  Seaboard  and  Roanoke  railroad 

The  Orange  and  Alexandria  and  the  Manasses  Gap  railroads 

State  of  North  Carolina — population  in  1830,  1840,  and  1850 

Railroads  in  North  Carolina 

Wilmington  and  Weldon  road 

The  RalfMgh  and  Gaston  road  ;  connexion  witii  the  North  Carolina  Central  road. 

The  Nortli  Carolina  Central  railroad  ;  junction  with  tiie  Charlotte  and   South 
Carolina  railroad 

State  of  Soutli  Carolina — population  in  1830,  1840,  and  1850 

The  South  ('arolina  railroad 

Extent  and  cost  of  tlie  road  ;  junction  at  Augusta  with  the  Georgia  railroad 

The  Charleston  and  Cincinnati  railroad  ;  difficulty  of  ctrecling  the  original  schomc 

The  Louisville  and  Lexington  and  the  Covington  and  Li.;.ingtoii  railroads 

Direct  line  for  a  railroad  from  South  Carolina  to  Cincinnati 

The  Greenville  and  Columbia  railroad 

The  Charlotte  and  South  Carolina  railroad 

The  Wilmington  and  Manchester  railroad 

The  Northeastern  road  ;  junction  with  the  Wilmington  and  Manchester  road. . . . 

State  of  Georgia— poi>ulation  in  1«,'U),  1840,  and  185(1 

Extent,  excellence,  and  successful  inanagcinont  of  railroads  in  Georgia 

Causes  of  failure  in  (lortions  of  tiu;  South 

Causes  of  success  of  railroads  in  Georgia • 

Principal  roads  in  o|>eration  in  Georgia 

The  Central,  the  Georgia,  and  the  Macon  and  Western  railroads 

The  Waynesboro',  the  Southwestern,   tiie   Muscogee,  and  the  Atlanta  and   La 
Criange  railroads 

Object  of  the  Waynesboro'  road  ;  coinnuinication  between  Savannah  and  Georgia. 

The  Soulluvcstern  road  ;  acconniiodalion  to  the  southwestern  portion  of  the  State. 

The  Muscogee  road  ;  connexion  with  the  roads  in  Alabama 

The  Atlanta  and  Lu  Grange  road  ;  connecting  link  with  Alabama 

Other  important  roads  in  Georgia , i 

Railroads  proposed  and  contemplated  in  Georgia 

State  of  Florida— population  in  1830,  1840,  and  1850 


Page. 
271 

372 

272 
273 


273 
273 
274 

274 
274 
274 
275 
276 
27fi 
2:7 
277 
277 
278 
278 
278 
278 
27!) 

279 
279 
279 

2^0 
280 
2H1 

m 

281 

Of<0 

282 
282 
283 
283 
283 
283 
284 
284 

284 
284 

285 
285 
285 
235 
286 
286 


INDEX. 


829 


Page. 
271 

272 

272 
273 

273 
273 
274 

274 

274 

274 

275 

276 

27fi 

277 

277 

277 

278 

278 

278 

278 

271) 

271) 

■r,<) 

•21<i 

sciiciiie  280 

'2>*l 

2bl 

281 

2h2 

m.l....  282 

2a') 

283 

2t<3 

28 1 

and   La 

284 

284 

28'. 
285 
285 
235 
280 
286 


[For  works  of  internal  improvement  in  Florida  see  Appendix,  pi>   681     C84.] 

States  of  Alabama,  Mississippi,  and  Louisiana 

Natural  and  artificial  routes  of  commerce 

Advantages  of  a  railroad  from  the  Gulf  of  Mexico  to  Lake  Michigan 

Slate  of  Alabama— population  in  1830,  1840,  and  1850 

Mobile  and  Ohio  railroad  ;  extent  and  estimated  cost 

Importance  of  the  railroad  to  the  whole  southern  country. 

The  Alabama  and  Tennessee  River  railroad  ;  connexion  with  the  Nashville  and 

Chattanooga  road 

The  Alabama  Central  railroad,  an  extension  of  the  Mlssinsippi  Southern  railroad. 
Connexion  with  the  Montgomery  and  West  Point  road  ;  importance  as  a  through 

line  of  travel 

The  Girard  railroad  ;  an  important  extension  of  the  Muscogee  and  the  Georgia 

syctcm  of  railroads 

The  Memphis  and  Charleston  railroad  ;  its  route  and  estimated  cost 

Advantages  of  the  Memphis  and  Charleston  railroad  as  an  outlet  for  a  portion  of 

the  Tennessee  valley 

The  MoiitgO!uery  and  West  Point  railroad  ;  its  important  position  to  the  great 

through  lino  of  travel  between  the  North  and  the  South 

State  of  Mississip])i — population  in  1830,  1840,  and  1850 

The  Southern  railroad  ;  its  extent  and  intended  route 

Proposed  lines  of  road  in  Mississippi  ;  the  New  Orleans,  Jackson,  and  Northern 

railroad 

The  Mississipi)i  Central  railroad  ;  proposed  junction  with  the  Mobile  and  Ohio 

road 

Proposed  road  througls  the  northern  j.art  of  t!ia  State 

State  of  Louisiana — population  in  1830,  1840,  and  1850 

AwakiMied  interest  of  tlie  pco|)l('  of  New  Orleans  to  the  importance  of  railroads.. 
The  N«w  Orleans  and  Nashville  railroad  ;  intended  connexion  with  railroads  South 

and  West 

The  New  Orleans  and  Opclousas  railroad  ;  coimtry  traversed  in  its  route 

Influence  of  railroads  upon  rommeree  ;  siij.eriority  of  artificial  to  natural  channels. 

Constitution  of  the  St.ito  remodelled  ;  extension  of  aid  to  railroad  projects 

State  of  Texas— population  in  H30,  1H40,  and  1850 

Propo.sed  road  I'rom  Galveston  to  the  Red  river,  westward  of  tiie  New  Orleans  and 

Opelousas  railroad 

Proj.oseil  road  to  traverse  the  State  from  east  to  west 

Oilier  i)roj(!fted  railroads  in  the  State  of  Texas 

State  of  Arkansas— population  in  IS.'JO,  1840,  and  1850 

Inability  to  construct  railroads  from  scantiness  of  population 

Proposed  railroads  in  the  State  of  Arkansas 

State  of  Tennessee — population  in  1830,  1840,  and  1850 

Assistance  to  railroad  companies  from  the  State 

The  Nashville  and  Chattanooga  railroad  ;  important  connecting  link  between  the 

Northern  and  Southern  States 

Railroads  of  Tennessee  ;  extent  of  country  traversed  by  them 

East  Tennessee  and  Georgia  railroad  ;  its  commencement  and  terminus 

Fast  Tennessee  and  Virginia  railroad  ;  its  j.rofitable  use  dependant  on  connexion 

with  other  roads., • 

Tlio  Tennessee  and  Alabama  road  ;  to  connect  with  the  Nashville  and  Chatta- 
nooga, &c 


Pago. 

286 

287 
287 
288 
288 
288 

289 
289 

289 

290 
290 

290 

291 
291 
291 

292 


292 

293 

293 

293 

293 

294 

294 

295 

295 

296 

296 

297 

297 

297 

297 

297 

298 

!^? 

<f 

298 

4 

299 

299 

i 

299 

300 

..4.1  I 


Elf 


''   '   .i 


:N 


U' 


830 


INDEX. 


Page* 
The  Nashville  anil  Northwostorn  railroad  ;  essential  to  the  Tennessee  system  of 

railroads 300 

The  Nil'  iville  and  Southwestern  railroad  ;  to  form  a  junction  with  the  Mobile  and 

Uhio  road,  &c 300 

Tho  Nashville  and  Memphis  railroad  ;  its  proposed  line  capable  of  ufl'ording  a 

largo  trade 300 

The  Nashville  and  Louisville  railroad  ;  described  with  the  railroads  of  Kentucky.  301 

Other  projected  railroads  in  Tennessee 301 

State  of  Kentucky— population  in  1830,  1840,  and  1850 301 

Railroads  of  Kentucky  ;  the  Louisville  and  Lexington  railroad 301 

Kentucky  stimulated  by  the  example  of  neigiiboring  States 303 

Tho  Louisville  and  Nashville  railroad  ;  its  important  connexions 302 

The  Covingt(m  ajid  Lexington  line,  connecting  with  towns  in  Tonncsscc 303 

Favorai>le  situation  of  Louisville  with  reference  to  tiic  railroads  of  tlio  Northern 

and  Eastern  States 303 

The  Covington  and  Lexington,  and   Danville  and  Nasiiville  railroad  ;  its  route 

and  connexions 303 

The  Maysvillo  and  Lexington  railroad  ;  combination  v.'itfi  other  roads 304 

The  Lexington  and  Big  Sandy  railroad  ;  benefit  to  the  country  travrrHod 304 

The  Henderson  and   Nashville  railroad  ;    extension  soutiiward  of  tiiu   Wabasii 

Valley  railroad 304 

The  Louisville  nnd  Cincinnati  railroad  ;  requisite  to  the  publi.-  convenience 305 

State  of  Ohio— population  in  1830,  1>'40,  and  l«j(l 305 

Dillerrnce  between  works  of  improvement  projected  h,  llie  interior  and  those  con- 

strurted  by  the  Atlantic  cities 3l|f) 

Improvement  of  the  western  States  by  the  construction  of  canals 306 

Canals  i^f  Ohio — the  Oiiio  canal  ;  its  extent  and  route  ;  towns  tliruugh  which  it 

pissus 3(16 

Brandies  uf  the  Ohio   canni — the   Columbus  branch  ;  the  Lancaster  brancli  ;  the 

Athens  extension  ;  tlio  Zancsville  branch;  tlio  Wallionding  lirancii 307 

The  Miami  canal  ;  its  extent  and  principal  towns  through  which  it  jiasses 307 

Length  nnd  cust  of  tho  Oliio  canals  constructed  by  the  State 307 

Private  work; — tlic  Sandy  and  Heaver  canal  ;  tho  Mahoning  canal 307 

Prosperity  of  tlie  State  of  Oliio  caused  by  canals ;\Uft 

Railroads  of  Ohio — the  Little  Miami  railroad  ;  its  extent  and  cost .iOf) 

The  Mad  river  aiu'  Lake  Kric  railroad;  jiiiietion  with  the   Little  Miami  road....  308 

The  M.inslield  unii  Sandusky  railroad 2Q>i 

The  Lake  I'lie  and    Kalamuzoo  railroad  ;  jiiiietioii  witli   tiio   Michigan  Southern 

rnilroail 309 

Cam»es  <»f  t'lihire  of  works  of  internal  improveineiit  in  the  new  States 30!t 

Length  of  railroads  in  )>rogrcss  and  operation  in  Ohio 3J0 

Through  lines  runiiiiig  from  north  to  sout' 310 

Throiigli  hues  ruiiiiiiig  from  cast  to  west 311 

Ohio  and  MiSKissippi  railroad  ;  connexion  of  St.    Loui.s  and  Cincinnati  ;  import- 
ance of  the  route 3|'J 

The  Hamilton  and  Kafun  r.iil-rnad  ;  connexion  with  the    Indiana  Central  and  the 

Cincinnitli  and  Chicago  ruH«i« 3|'J 

The  Greenville  and  Miami  railroad  ;  the  first  to  connect  with  the  roadu  of  Indiana  313 

The  Iron  railroad  ;  probable  extension  nortliward 313 

The  Cleveland  and  Mahoning  road  ;  new  outlet  for  the  ■  nal  fields  t>t'the  Muhonmg 

valley 313 

State  of  Indiana— population  in  la30,  1840,  and  lf<50 313 


INDEX. 


831 


System  of  internal  iniprovemcnt  commenced  in  1836 313 

The  Wabasli  and  Erie  canal  ;  its  extent  and  capacity 313 

Beneiits  to  tiio  State  from  the  construction  of  tiio  canal 3J4 

Railroads  in  Indiana  ;  increase  of  traflic  suggeativo  of  lines  of  improvement 314 

Indianapolis  the  point  of  intersection  of  several  roads 325 

The  New  Albany  and  Salem  railroad  ;  communication  between  the  central  and 

northern  portions  of  Indiana  and  tiie  city  of  Chicago 31G 

The  Indiana  Northern  railroad  ;  communication  with  the  southerly   portions  of 

Lakes  Erie  and  Michigan 3jg 

Proposed  railrosidi)  in  Indiana  ;  their  importance  to  the  commercial  prosperity  of 

the  State 3j7 

State  of  Micliigan— population  in  1830,  1840,  and  1850 318 

The  Michigan  central  railroad  ;  its  extent  and  route  ;  great  itnportanro  to  tiie 

State 318 

The  Michigan  Southern  railroad  ;  sold  to  a  private  company 318 

Connexion  of  the  Michigan  Southern  and  Indiana  Northern  railroads;  favorable 

prospects  of  sucix'ss 3iy 

Projected  railroad  from  Green  IJay  to  Lake  Superior 319 

Slate  of  Illinois — population  1830,  1840,  and  1850 319 

The  Illinois  and  Micliigan  canul  ;  its  extent  and  capacity 320 

Impulse  to  the  growth  and  trade  of  Chicago  by  the  business  of  llio  canal 320 

Railroads  in  Illinois  ;  system  of  improvements  first  proposed  by  tlie  State 321 

Commercial  advantages  of  the  State  of  Illinois 321 

The  city  of  Cliicago,  tlif  centre  of  liic  railroad  system  of  the  Slate 321 

The  Illinois  Cental  railroad  ;  its  great  extent ;  grants  uf  lands  by  llie  general  gov- 
ernment    322 

The  Galena  and  Chicago  railroad  ;  juiiclion  with  tli»  Illinois  Central  railroad. . . .  323 
The  Rock   Isbiml   and   Chit'ago   railroad  ;  comiccliiig  (,'liicago   witli  lliu   head  of 

navigation  on  the  Illinois  river 303 

The  Peoria  and  tJcjuawka  railroad  ;  proposed  cxleiision  to  Lat'ayette,  or  Logans- 

porl 323 

The  Northern  Cross  railr(ia<l  ;  commencing  at  (Juiiicy  and  extending  to  the  In- 
diana Stale  line,  near  Danville 323 

The  Alton  and  Sangamon  railroail  ;  outlet  from  the  central  portions  of  the  State 

to  the  Mississippi 324 

The  Atlantic   and    Mississippi   railroad  ;  the  only  link    wanting   to  complete  the 

chain  of  railroads  I'rorn  the  Atlantic  to  the  Mississippi 324 

The  Terro  Haute  and  Alton  railroad  ;  to  promote  the  increase  of  the  city  of  Alton  324 

Projiowd  railroad  from  Mount  Carinel,  on  the  Illinois  river,  to  Alton 325 

State  cf  Missouri— population  in  IKilO,  1810,  \>:>0 325 

Aid  t'rom  tb<'  ^tate  to  construct  railroads  ;  terms  on  which  it  wns  granted 325 

The  Pacitic- and  llamiili.il    and    St.   J(jsepirs  railroads;  itmount  of  loans  voted  to 

earl. 325 

Stale  of  Wisruiisiii— population  in  IM30,  1811),  and  1850 32t) 

The  Milwaukio  and   Mississippi  railroad;  its  extent  and  route;   description  of 

country  traversed 32G 

The  Foiiil  du  l.ac  and  Hocli  flivi^r  Valley  railroad  ;  colitcnij)lutcd  cxt.)nsion  to  the 

svcsterii  exi  reinitv  of  Lake  Superior 327 

Works  in  progress  for  uniting  the  Wisconsin  and  Fox  rivers  by  a  canal 327 

State  of  lowu — population  in  1840  and  1850 328 

Probability  ol'  the  early  construction  of  railroads  in  the  State St^S 


i 


,1     I 


!■ 


832 


INDEX. 


Bt  i  t 


m 


Page. 
Proposed  railroad;)  in  Jowa  ;  from  Rock  Island  to  Council  Blufftf  ;  from  Dubuque 

to  Keokuk  ;  from  Durlington  to  the  Missouri  river 328 

KAII.KOADN    IN   THE   BMITIIH  PR0VINCB8. 

iiricf  notice  of  the  provincial  railroads.. .....  .<< .,  2^ 

Tlio  St.  Lawrenco  and  Atlantic  railroad  ;  connexion  with  tlio  Atlantic  and  St. 

liawrenoe  railroad  ;  winter  outlet  fijr  the  trado  of  Montreal 329 

Tlic  (Jiiehec  and  Jliclunond  railroad  ;  to  unite  the  city  of  Quebec  with  Montreal.  329 

Proposed  work  e.vtendinir  from  Montreal  to  Hamilton 309 

The  (Jroat  Western  railroad  ;  its  extent  and  nature  of  country  traversed 33(j 

The  Buffalo  and   Brantford  railroad  ;  Buifalo  the  best  market  for  the  Canadian 

peninsula 33Q 

The  Toronto  and  Lake  Huron  railroad  ;  the  shortest  line  to  Lake  Superior  or 

Lake  Mii;Iiiiran 330 

The  Lower  Provinces — llie  Liiropeau  and  Worth  American  railroad ^,  330 

Project  for  a  railroad  from  Halifax  to  Quebec 331 

r.fOVOMICAL    VIKW    OK    TMl,    RAILROADS    OF    THE    TNITED    aTATKS. 

Oocnpied  area  of  territory  oast  of  the  Rocky  mountains 331 

Amount  of  Kqiiare  miles  devoted  to  ajjricnlti  re  ;  amount  devoted  to  manufactures 

and  commerce 331 

Necessity  of  internal  im|)rovemcnts  for  tlic    ."'nsportation  of  produi^e;  economical 

superiority  of  railroads 332 

Statement  showinjr  the  value  of  a  ton  of  wheat,  and  one  of  corn,  at  given  points 

I'rom  mariiei,  as  atiected  hy  cost  of  trans] i<irtation  by  railroad,  and  over  the 

ordinary  road 33.3 

Increased  value  of  Innds  efferted  by  railmads 333 

Saving  ctt'ected  by  railroads  in  the  cost  of  trans))ortation  add  to  the  moans  of  the 

people ,134 

Great  inlliience  exerted  by  railroads  on  the  valui;  of  property. 334 

Comparison  of  the  benefits  of  railroads  in  the  United  States  with  those  of  railroads 

in  Kn<rhind 334 

Actual  increase  in  the  value  of  lands  approximately  estimated 335 

Great  increase  in  the  value  of  coal  or  iron  lands  by  the  use  of  railroads 335 

Probable  profitable  connexion  of  the  coal-fields  of  Alabama  with  the   Gulf  of 

Mexico 336 

l\(  HMK.    or    01  R     liAll.KOADA. 

Reawins  why  railroads  are  btineficial  to  the  productive  portions  of  the  country. . . .  336 

Advantages  of  railroads  to  new  States 337 

Com,  expenses,  and  iiicouii'  of  all   the  railroads  in  the  State  of  Massachusetts  for 

four  years  previous  lo  January  I,  1852 337 

The  most  productive  railroads 'iti  Massachusetts  are  those  connecting  manufac- 
turing and  commercial  towns 338 

Greater  profits  on  the  western  and  southern  than  on  the  eastern  roads 33b 

MODE    OF    tuSsTHlCTlO.V. 

Tlie  construction  of  a  railroad  creates  opportunities!  for  investment 33S 

Readiness  of  foreign  lajiilalislH  to  loan  money  on  American  railroads 339 

Credits  furnished  by  municipal  bodies  the  last  to  l)o  resorted  to 33'J 


INDEX. 


833 


Comparison  of  the  earninpn  of  our  railroads  with  tlie  sum  nencssary  to  meet  the  *''^** 

intorost  on  the  loons .>.,. 

Gross  nnd  not  fiirnirigH  of  H(!veral  now  ronds 240 

Cost  of  rniiroads  in  the  Dnitod  Stiiteg;  difliculty  of  arriving  at  tlin  exact  cost  of 

roads,  nxctiptinj^  in  tho  States  of  Massachnsplts  and  New  Yorli 34^ 

Cost  of  rai<r<i  1.18  dependent  on  tiio  character  of  the  country  Ihrougii  wiiich  thny 

P"^'" 341 

tlailrouds  in  tho  oustorn  Stutes  more  cxpoiisivn  in  conslruclion  liian  llioso  in  Iho 

southern  or  western  States ^ •iji 

Average  cost  of  roads  in  tiie  eastern  Stutes,  inoluding  New  York,  New  Jersey, 

I'cnnsylvania,  and  Mary  hind -^i 

tJrcat  extent  of  railroad  in  (Jeorgia,  compared  with  other  souliiern  States.. . ....  [UU 

Wtateinent  siiowing  the  number  of  miles  of  railroad  in  progress  and  in  operation  in 

tln^  I 'uitcd  StHtfS , ^i^ 3i;J 


TART  V. 

CANADA. 

\r(M  in  arrcs  ;  Canada  Ivisl,  Cari;da  West  ;  population  in  1851 ^ICi 

Inipoitance  of  Canada  from  its  gcdgraphical  and  <(imini-r<ial  pusiliun 353 

(..\trfmes  of  climate  in  Kastcrn  Canada. . ,. 35;^ 

Kajitcrn  Canada  the  wliilc-pinc  lioaring  zone  of  Nortli  Amori.'a 354 

\V 'Stern  Canada;  it**  mild  climate;  favorable  field  for  apricuiture,  horticulture, 

&<■ 354 

Strong  military  position  of  (Viuada , 354 

IJct'erencr  tx)  the  map  of  Thomas  C.  Kci'tVr,  esq.,  of  the  l)asin  wf  tho  St.  Law- 
rence    o55 

tOMMF.RCIC    OF    rA\An\. 

The  Si.  F.awrcnre  the  only  ■outlrt  of  Canada  at  the  close  of  llir  last  0  Milury .15.') 

Kci't'i  r's  I'ri/.e  Kssay  upon  the  ("iiimls  ofi  ';ina(la — extracts 35.") — 357 

Colonial  polity  of  the  Mritish  govrnimeni  iircvimis  to  l'<t<) 358 

Leirislative  union  of  the  two  prnv'nrcf  in  l^^tJ 3.^8 

r.xiKirts  of  iViur  ami  wlieat  tVom  ("aiiail.i  West  lo  New  Yorli  in  l>5l> 35^ 

iStatcincnt  sltowing  tlic  relative  export  of  Ciuiadiaa  ll(Mir  and  wheal  inland  and  by 

sea  m  lr(.")0  and  lf<5l 351* 

•^tatiMncnt  ^!K1wingTile   aiimimt  of  Caniidian   Hour   and   «heat   imported,   the 
amount  iKinded  for  exportation,  and  tin;  amount  i  nlerod  lor  consumption 

in  1841 35S( 

INTKIltOLONIAI.    THADb. 

tlxporl  of  n<>ur   frorh  Ctnaila,  hv  f\'a,  to  ihe   Uritisli  Noilh  Amencan  colo  r,es  wf 

Nova  Scotia,  New  IJrunswick,  and   Ni^wl'oinullaml,  sinci?  1841 3fi(t 

Amount  exported  to  tiicse  colonies,  in  bond,  thron!.tli   New  York  and   Iloslon  in 

IS51 '. 3C0 

Substilution  of  Canadian  for  A^r./ncan  tlour  ii.  t'.e  "  lower  colonies" 3G0 

Imporlh  of  sugar  into  Canaaa  in  1951 ., 3Cl 

Value  ©fsusfar  imported  i  y  KL'a  into  (.'        'i  iu  1851 3C1 

53 


■ll 
*  1  w 


t: 


-1: 


'Ii 


U 


i 


1  '..1' 


834 


INDEX. 


1.;; 


'm 


hi: 


i  ' 


Imports  of  Aii^iir  into  Oanada  From  llio  Dritinh  North  Amnrican  colonius  in  1849, 

IWO.  and  18r)l 3C1 

TIIK,    COMMKItCIAI,    I'dllTA    or    <'ANADA. 

Thn  city  of  Qh       .: — lutitiidn,  lon(;itudo,  and  pupulution  in  IP'it ;)G1 

Detfcrijition  of  tlie  Imrbor  of  (Jiiclicc 'Jf,:> 

Tonniigc  inward  and  outward,  by  una,  from  (Inoboc  and  Muntreal,  for  1851 ;)()3 

Drawba<:kM  to  orciin  Ntcuni  navi<ration ,')(;.{ 

Hoa-trndn  of  Canada — tindier  Irado  of  the  country  inland .'IG-t 

Number  and  tonnage  of  vos»oln  inward  and  outward  in  (Jucbuc,  with  the  export  of 

white  pine  timber  from  18<14  to  |H,j],  inchiHivc HBS 

Statement  of  importx  at  tlie  port  uf  (Quebec  from  1841  to  1851,  inclusive 3fi5 

Progress  of  exports  inland  for,tho  years  1819,  18.i0,  1851 ;w>rt 

Inirc;ise  uf  llic  tr;ul(!  of  (iuclx'i^  ;  nilva'iliigts  frdin  dcplli  ol'  Wiilcr ;i(!() 

Gross  trade  of  tin;  ports  of  Montreal  and  (jucbeo  ;  imports  and  exports  for  1851. .  %', 

Ship-building  iti  (Jiicbec  ;  number  and  cost  of  vessols  built 'M',1 

Trade  and  toniiaL'"  of  (Jucbcc  n    .1  Montreal  for  the  years  1H51)  and  |H5I HUT 

Value  of  exports  to  the  colonu's  by  sea  and  via  the  L'nited  States,  for  tlie  years 

IM!»,  \f*M,  and  MA 2[]^ 

Summary  of  the  sea  and  inland  trade  of  Canada,  contracted  for  1851  ;  im|)ortsand 

exports 3CS 

Imports  cutcrcd  at  inland   ports  compared  with  those  entered  at  MoTitnvil  and 

Quebec V.m 

Vnluo  of  imports  from  the  colonies  and  "  otiier  foreiirn  countries  " ,')(If* 

Arrival  of  t'orcign  vessels  at  tiiicbec  in  the  years  lt*M,  1^51 ,'j(l!) 

Port  of  Montreal — latitude,  longittido,  und  population  in  1851 'MB 

Advantn;.  ecMs  position  for  inland  cMnMiicrce ,'JUI) 

Dcscri.  i.iti/'.  o*  the  (juays  of  Montreal;  protection  again:  I   the   ice  of  winter  and 

.  >yirig, ,'l7f) 

Lai;;'  ai^i  t'>irile  islands  contiguous  to  tin-  <  ity  of  Montreal ,'tTI 

Sea  tonn.;.ij!'  of  the  port  of  Montreal  for  the  years  1850,  1851 .'171 

Progressive  value  (d'imports  and  duties  collected  from  181810  H5I,  inclusive....  .'iTI 

Progressive  value  of  exports,  by  sea  and  inland,  <rom   1818  to  li^5l,  inclusive. . . .  'Ml 

Countries  imported  from  and  the  value  of  im|iorts   for  1851 Ti'2 

Trade  l)i'twe(ui  Muntrcal  and  the  lower  colonics  ;  value  of  imports  and  ex|)orls. .  '.i'li 
Imports  and  exports  at  Montreal  and  St.  John  from  the  United  States  for  the  years 

i>4ft,  1  <,<i,  1*^51 :m 

Trad(!  ofllie  iiiiaiid  ports  ;  com|dical(ul  manner  of  making  the  imjmrts ,')7:i 

Statement  showing  the  iinporis  from,  and  ex|)()rts  to,  Canada  for  the  year  1851. .  J74 
Intercourse  between  Canada  und  the  I'liitcd  Slates  ;  tonnage  inward  and  outward 

in  1851 ,.,  :J74 

t!omparalive  values  of  exports  und  imports  in  the  yoar.s  1849,  l>'5l),  1H51 374 

Relative  trade  with  the  I'tiited  States  and  other  countries,  at    the  leading   inland 

ports,  in  the  year   1  ^.jI .'(75 

Progrf.'hs  of  the  inland  pods,  shown  by  tlie  values  on  iin[)orts  from   1848  to   1851, 

inclusive .' 375 

I'rinci])al  inland   |iorts  upon   Lakes  Krio  and  Ontario,  the  St.  Lawrence,  and  in 

Lower  Canada 375 

Dutiable  imports  (principal  articles)  into  Canada  from  the  United  Slates  in  1S5I.  37G 

Kxports  fprincipiil  articles)  from  Canada  to  th(>  United  States  in   1851 377 

Statement  showing  Canadian  produce,  &c.,  received  in  bond  at  New  York  and 

Boston  in  1851 377 


3C1 


:if)l 

y(;:» 

^51 

:)(i3 



:)i;i 

..*•••■■ 

\m 

nxport  of 

nrc) 

3(i5 

, ,, 

3f)fi 

:tt>i; 

jr  isni.. 

:tG7 

:t(i7 

...••!•• 

367 

t!io  yearH 

"1)7 

ports  and 

3GS 

itri'nl  and 

.'IGH 

:t(;8 

;i(;9 

:)(;n 

:)!ii) 

iiiliT  ami 



\\-^ 

:i7i 

:i7i 

iiHivo.  . . . 

:i7i 

iisivc. . . . 

:)7i 

.17-J 

(•x|)()rl.s. . 

:]7-2 

till-  yours 

:i7:) 

:i7n 

iir  18:>1.. 

37-1 

il  outward 

*  • ' 

:»74 

374 

\\\f   iiilaiiii 

:(7') 

i  to   1851, 

375 

i-e,  and  in 

375 

s  in  isr.i. 

37G 

377 

York  and 

ii^w 

«>l  t 

INDEX.  836 

Valiio  of  tjoodH  lrat(S|)(irtc<l  in  bond  to  ranu.l.i  from  \ow  York  and  Ilonton  in  1851 .  378 

t,'an:iilian  whuiit  und  llonr  rcicivcd  iiiid  cxporluil  at  Nuw  York  in  the  ymiriJ  |iS4!(, 

1850,1851 375, 

Kxpurl  of  Hour  and  vvliciit  from  tlio  I'liitcd  Htatox  to  tlin  IJritiuli  Norlli  Arnorican 

'"lonicH 371J 

(Jonipurativo  export  of  Canadian  luwl  AmiMicnn  Hour  to  tlin  lower  <"lonic8  from 

1816  to  iH.'ij ,  inclnnivo 379 

Htatomcni  (d'Uw^  trade  of  C'an;id:i  willi  all  tlio  rountricm  for  lln'  years  181!),  18511, 

and  1851 3(^0 

Smniniiry  •.  valuo  of  ini|)ortH  and  nxports 3^ 

\iiliio  of  transit  (,'o()d)  fur  tliu  I'nitcd  yiiti-. ;  valuo  of  ships  built  for  Halo  at 

Qiioboc  ;  frroHH  trado  of  Cnnada  fur  18'i| gyj 

Public  worU  (if  Canada— cnais  froj       -Ic  '  nli'  to  Lako  Ontario;  from  Lake  On- 
tario to  hako  Kric ;  nmt  of  11;  3f^] 

'I'lic  HI.  Lawrcnt"  funi! ;   raloofi  HPl 

['roj(u'tcd  conHtruotion  of  a  Hlii|i-CHi.  I.awrcnr..  to  I.nko  fllmmplain 

by  till'  Canadian  (rfivi'ninu'nt .  35j<j 

rrojjross  of  Icadiii;,'  arlic  1(  s  of  up  and  down  iriM    'it  on  tho  Wclland  canal  in  185(1 

and  1851 38V 

St.  Lawrence  canal ;  comparative  movement  of  Icadiiiir  iiriiclch  for  18,">()  and  1851; 

up  and  down  trade 383 

\  esse  1.1  which  |iassiil  the  several  canals  duritii,'  the  year  U-51,  Hrili-h  and  Amo- 

raan ."iKl 

Toliil  nioVL'tnent  on  the  canals  f;ir   1*^51   and  tlirie  years  pri'vious  ;   thn  Wellund 

canal,  t^t.  Lawrence  canal,  Clianibly  canal ,'!84 

Receipts  and  cxpunwcH  of  1851:  :;riiss  tolls  of  the  Welland  and  St.  Lawrence  canals 

in  1851 rjM4 

Reduction  of  tolls  on  the  «-anals  iVoin  1^15  to  1  >.VJ ;<85 

AniounI  of  railroad  iron  whii  li  ica'    'cd  Lake  I'.rie  by  canals  in  l^,")l 385 

liilluencc!  of  the  Well md  canal  on  v.e>lerii  tonnaire 386 

ll.l'nt  of  ihe  Ci:iadiaii  na\  i^'ilion  on  the  imports  of  the  western  States 38C 

The    M,iij;da!en     islimls — .Aniuer.-t    isl.ind  ;    distance     frmn     Newliiundl.iiid    and 

Quyb-o 3H7 

L.vcillonce  of  the  fisheries  around  the  Ma-dalen  islands 3?T 

i">>tutemunl  exhibiting!;  the  nuniln'r  ot"  Aneiican  a:id  foriiiin  vessels,  and  iilso  tlieir 

tonna;,'!',  employed  in    the  trade  bet\\een  the  Inited  Stall's  and  Canada, 

wliii.li  enloted  in  smd  cloared   from  the  lake  poits  annially,  from  ls,'i3  to 

1851,  incLisive 38'J 

(  I. i;-iiar:'t:ve  statement  of  the  total  "  inoviMnent  "  of  pnperty  on  Ihe  Welland,  St. 

Lav.'reace,  Cliamhly,  and  llurlinirton  liay  canals,  and  St.  Aniu''s  Loi  k,  for 

the  year  1^51  and  tliree  years  pr.'ceiiiiij; 3','0 

.'^tit'iiient  showini,'  tiie  value  of  !in|ior's  into  Caiuula,  at  each  port,  in  1."'51,  witli 

the  count riis  t'roni  wlunr.^  and  the  rout  •  hy  which  imported 3'.H,  ;!9- 

Staleinent  showiiii;  the  value  oi'exporls  fru'.n  Canada,  at  Ciuli  port,  in  L--.')!,  with 

the  coiintiies  to  wiiicli  exported 393,  H'.M 

Cunipirativu  slatemetit  of  ii;i|:orts  inland,  via  I'liiled  ^5tates,  with  inunits  hy  sea, 

via  St.  Lawrence,  1851,  distin>jriiishiiijr  the  priiici|)al  articles 3',f.^i 

\  al'.-e  of  direct  imports  frcmi  sna  nt  inland  jiorts,  via  tho  St.  Lawrence,  in  1851. .      39t),  307 
Ctinp.irativ.'  stitemctit  of  imports  of  leadincj   articles  into   (anada  in  1850- '51, 

hhowinir  the  cotintrics  t'roin  whence  imported MS 

Com-iaraf.ve  statement,  thow  inif  tlie  total  value  of  imports  and  n.xporlH,  at  each 

port,  in  Canada,  in  the  years   1.-^51)  and  1851 ^^'^^ 


^W** 


IMAGE  EVALUATION 
TEST  TARGET  (MT-3) 


1.0 


1.1 


IM    12.5 


ISO 


tii    Itti 


2.2 


US 


110 


I 


2.0 


IL25  i  1.4 


m 


Hiotographic 

Sciences 
Corporation 


33  WBT  MAIN  STRUT 

WIBSTIR.N.Y.  MSaO 

(716)  •72-4503 


^¥" 

«> 


836 


INDEX. 


Comparative  statement  of  exports  inland  and  by  sea  from  Canada  in  1851 ,  show- 
ing the  principal  articles 400 

Statement  showing  the  value  of  imports,  dutiable  and  free,  into  Canada  from  the 
United  States,  the  amount  of  duties  collected,  the  total  value  of  exports, 
and  the  tonnage,  steam  and  sail,  inward  and  outward,  at  each  port,  in 
1851 401—403 

Comparative  statement  of  the  quantity  and  value  of  the  principal  articles  of  Cana- 
dian produce  and  manufacture  exported  during  the  years  1850  and  1851, 
and  indicating  to  what  country  exported 404 — 411 

Statement  showing  the  value  of  the  leading  dutiable  articles  imported  into  Canada 

from  the  United  States,  at  each  port,  in  1851 413,  413 

Statement  showing  the  quantity  and  value  of  the  principal  articles  exported  from 

Canada  to  the  United  States,  at  each  port,  in  1851 414,  415 

Exports  of  the  principal  articles  of  Canadian  produce  and  m:<nufacturo  to  the  Uni* 

ted  States,  by  inland  routes,  in  the  year  1850 416,  417 

General  statement  showing  imports  into  the  port  of  Gaspp  for  the  year  ending 
January  5,  1852,  distinguishing  the  countries  from  whence  and  the  route  by 
which  imported 41H 

General  statement  showing  imports  into  the  port  of  New  Carlisle,  district  of 
Gaspu,  for  the  year  ending  January  5,  1852,  distinguishing  the  countries 
from  wlience  and  tiie  ronte  by  Vi'liich  imported 419 

Abstract  of  the  trade  of  the  port  of  Qubec,  showing  the  ships  and  tonnage  em- 
ployed, and  the  relative  value  of  the  imports,  distinguishing  foreign  goods 
from  goods  of  British  produce  and  manufacture,  during  the  year  ended 
January  5,  1852 420 

Abstract  of  the  trade  of  the  port  of  Quebec,  showing  the  ships  and  tonnage  em- 
ployed, and  tiie  relative  value  of  the  exports,  distinguishing  foreign  goods 
from  iroods  of  British  produce  and  manufacture,  during  the  year  ended  De- 
cember 31,  1851 420 

Statement  showing  exports  from  Canada  to  the  Ignited  States,  at  the  port  of  Que- 
bec, in  tlie  year  ending  January  5,  1852,  distinguishing  the  amounts  car- 
ried in  British  and  American  vessels  respectively 421 

General  statement  showing  the  imports  into  tiie  port  of  Quebec  for  the  year  end- 
ing January  5,  1852,  distinguishing  the  countries  from  whence  and  the 
route  by  which  imported 422,  423 

General  statement  showing  imports  into  the  port  of  Montreal  for  the  year  ending 
January  5,  1852,  distinguishing  the  countries  whence  and  the  route  by 
which  imported 424 — 427 

An  account  of  the  staple  articles,  the  produce  of  Canada,  &c.,  exported  in  the 

year  ended  1851,  as  compared  with  the  year  ended  1850,  port  of  Quebec  . .  428 

An  account  of  the  staple  articles,  the  produce  of  Canada,  &c.,  exported  in  the 
year  ended  5th  January,  1852,  as  compared  with  the  year  ended  5th  Jan- 
uary, 1851,  port  of  Montreal 429,  430 

Goods  exported  in  foreign  ships  fl-om  the  port  of  Montreal,  under  license  from  the 

governor  general,  in  the  year  ending  January  5,  1853 431 

Statement  showing  exports  from  Canada  to  the  United  States,  at  the  port  of 
Bruce,  in  the  year  ending  January  5,  1852,  distinguishing  the  amounts  car- 
ried in  British  and  American  vessels  respectively 433 

General  statement  showing  imports  into  the  port  of  Sault  Ste.  Marie  for  the  year 
ending  January  5,  1852,  distinguishing  the  countries  from  whence  and  the 
route  by  which  imported 433 


INDEX. 


837 


Page. 
Creneral  etatement  snowing  imports  into  the  port  of  Hamilton  for  the  year  ending 

January  5,  1852,  distinguishing  the  countries  from  whence  and  the  route 

by  which  imported 434 

General  statement  showing  imports  into  the  port  of  Toronto  for  the  year  ending 

January  5, 1852,  distinguishing  the  countries  from  whence  and  the  route  by 

which  imported , 435 

General  statement  showing  imports  into  the  port  of  St.  John  for  the  year  ending 

January  5,  1852,  distinguishing  the  countries  from  whence  and  the  route  by 

which  imported. 436,  437 

General  statement  showing  imports  into  the  port  of  Kingston  for  the  year  ending 
January  5,  1852,  distinguishing  the  countries  from  whence  and  the  route 
by  which  imported 438 

Abstract  of  mercliandise  received  from  the  frontier  districts  adjoining  Canada,  and 

re-warehoused  in  the  district  of  New  York,  during  the  year  1851 439 

Abstract  of  merchandise  received  from  the  frontier  districts  adjoining  Canada, 
and  re-warehoused  in  the  district  of  Boston  and  Charlestown,  during  the 
year  1851 439 

District  of  New  York. — Abstract  of  quantity  and  value  of  merchandise  transported 
in  bond  to  the  frontier  districts,  to  be  exported  to  Canada,  during  the  year 
1851 440,  441 

Port  of  Boston. — Abstract  of  quantity  and  value  of  merchandise  transported  in 

bond  to  the  frontier  districts,  to  be  exported  to  Canada,  during  the  year  1851  441 

Abstract  of  the  quantity  and  value  of  Canadian  flour  exported  from  the  port  of 

Boston  to  all  ports  during  the  year  1851 442 

Abstract  of  the  quantity  and  value  of  Canadian  flour  exported  from  the  port  of 

Boston  to  the  British  American  colonies  during  the  year  1851 44S 

Flour  and  wheat,  the  produce  of  Canada,  export(ul  from  the  port  of  New  York  to 
the  British  colonics,  &c.,  in  1851 ;  and  also  the  value  of  all  other  Canada 
produce  exported  to  the  colonies  and  to  Great  Britain,  &.c 442 

Statement  of  the  value  and  quantity  of  Canadian  tlour  and  grain  received  in  bond 
at  the  port  of  New  York,  and  the  value  and  quantity  exported,  during  the 
year  1851 442 

Total  amount  of  wlieat  and  flour  in  store,  December  31,  1851 442 

A  comparative  statement  of  the  gross  and  net  revenue  received  from  custom  du- 

Ues  in  Canada,  for  the  years  1848,  1849,  and  1850 443 

Statement  showing  the  relative  amount  of  business  done  in  American  and  Cana- 
dian vessels  at  the  undermentioned  American  ports,  at  which  sep^.rata 
statements  have  bean  obtained,  in  1850 443 

Statistical  view  of  the  commerce  of  Canada,  exhibiting  the  value  of  exports  and 
imports  from  Great  Britain,  her  colonies,  and  foreign  countries,  together 
with  the  tonnage  of  vessels  arriving  and  departing,  during  the  year  1850. .  444 


PART  VI. 


NEW  BRUNSWICK. 

Description  of  the  province  of  New  Brunswick  ;  its  great  agricultural  capabilities 

The  bay  of  Chaleur  ;  great  abundance  of  fish 

The  river  St.  John  ;  the  river  Madawaska ;  the  harbor  of  St.  John ;  the  river 

Pcticodiac • 

Fine  harbors  on  the  coast  of  New  Brunswick  ;  the  liarbor  of  Shediac 

Cocagne  harbor ;  Buctouche  harbor  ;  Richibucto  harbor ;  the  harbor  of  Miramichi 


445 
446 

446 
447 
447 


838 


INDEX. 


THADK   AND  COMMEHCB   OP   NEW    BRIINilWICK. 

Page, 
The  harbor  of  Great  Shippigan  ;  Little  Shippigan  harbor  ;  Bathurst  harbor 444 

Value  of  the  imports  and  exports  of  the  whole  province  in  1849  and  1850 449 

Account  of  the  vessels,  and  their  tonnage,  which  entered  inward  and  cleared  out- 
ward at  all  the  ports  of  New  Brunswick  in  1849  and  1850 449 

Number  of  ships  built  in  New  Brunswick  during  the  years  1849  and  1850 450 

Number  and  tonnage  of  vessels  owned  and  registered  in  New  Brunswick  in  the 

years  1849  and  1850 450 

Abstract  of  the  trade  of  the  port  of  St.  John,  showing  the  ships  and  tonnage  cm- 
ployed,  and  the  relative  value  of  the  imports,  distinguishing  foreign  goods 
from  goods  of  British  produce  and  manufacture,  during  the  year  ending  De- 

comI>er  31,  1850 450 

Abstract  of  the  trade  of  the  port  of  St,  John,  showing  the  ships  and  tonnage 
cleared  outward,  and  the  relative  value  of  the  exports,  distinguishing  for- 
eign goods  from  goods  of  British  produce  and  manufacture,  during  the  year 

ending  December  31,  1850 451 

Abstract  of  the  trade  of  the  port  of  St.  John,  showing  the  ships  and  tonnage  en- 
tered inward,  and  the  relative  value  of  the  imports,  (iistinguisiiing  foreign 
goods  from  goods  of  British  produce  and  manufacture,  during  the  year  end- 
ing December  31,  1851 451 

Abstract  of  the  trade  of  the  port  of  St.  John,  showing  the  ships  and  tonnage 
cleared  outward,  and  the  relative  value  of  the  exports,  distinguishing  for- 
eign goods  from  goods  of  British  produce  and  manufacture,  during  the  year 

ending  December  31,  1851 45'i 

Decrease  of  the  imports  of  St,  John  and  increase  of  the  exports  in  the  year  1851  452 

Account  of  IJie  timber  and  lumber  cut  on  American  territory  and  exported  to  the 

United  States  in  the  years  l^.W  and  1851 452 

Account  of  the  principal  articles  of  colonial  produce,  growth,  and  manufacture, 
exported  to  the  United  States  from  the  port  of  St.  John,  N.  B.,  during  the 

year  ended  December  31,  1851 i.'i.'l 

Statement  in  detail  of  the  variou.s  articles,  the  growtli,produ(;c,  or  nianufacluro  (•'* 

^le  United  States,  imported  into  the  port  of  St.  John  during  tha  year  li'  551,  45,") 

Detailed  statement  of  the  principal  articles  imported  from  the  United  States 

the  port  ofSt.  John,  in  the  year  1851 .  ■ .  45t> 

importation  of  coals,  pitch-pine,  &c.,  from  the  U'nited  States  into  New  Bruns- 
wick    457 

Number  and  tonnage  of  new  ships  burlt  and  fitted  out  at  the  p.)  t  of  St.  John  in 

1850  and  1851 4.')7 

Number  of  vessels  belonging  to  the  port  of  St.  John  in  18.50  and  1851 4.58 

An  account  of  the  numbers,  tonnage,  and  men,  of  vessels  that  entered  inward  and 

cleared  outward  at  tl>e  port  of  St.  Andrews  and  its  out-bays  in  1850 45',> 

Vessels  which  entered  inward  and  cleared  outwari^at  Miramichi  during  the  year.n 

18.50  and  1851 m 

Exports  from  Miramiciii  to  the  United  States  hi  IK5I 4(iO 

Importa  at  tlie  ports  ot  I>i!liousie,  Bathurst,  and  Kichibuclo,  in  1851 4fil> 

Foreign  vessels  at  the  port  of  Kichibucto  in  IH.'il,  not  Hritish 4()1 

Trade  of  tlie  colony  of  New  Brunswick  forlhfj  year  1851.. 4()1 

Ships  inward  and  outward  in  New  Brunswick  in  1851 4til 

Ships  and  vessels  owned  in  New  Brunswick,  IX^ccmber  31,  1851 462 

Number  of  new  vessels  built  in  New  Brunswick  in  1851 462 

Fiflhories  of  New  Brunswick  in  tlio  Bay  of  Fundy — Grand  Manan,  Campo  Bollo; 

number  of  vcssoli  and  men 40*^) 


INDEX. 


839 


Page. 

West  Isles  ;  Harbor  of  St.  John ;  Cumberland  bay  ;  number  of  vessels  and  men. .  463 

The  free  navigation  of  the  river  St.  John 453 

Extent  and  navigable  character  of  the  river  St.  John 453 

Timber  and  lumber  cut  on  the  territory  watered  by  the  St.  John  and  its  tributaries  464 

Export  duty  paid  on  timber  and  lumber  in  New  firunswick 464 

Statement  of  the  quantities  of  timber  and  lumber  floated  down  the  river  St.  John 

during  the  season  of  1853 465 

Method  of  floating  timber  down  the  river  St.  John 465 

Grant  by  the  legislature  of  New  Brunswick  towards  improving  the  navigation  of 

the  St.  John 466 

Quantities  of  cattle  owned  and  crops  raised  in  the  counties  bordering  the  St.  John 

in  the  year  1850 466 

Value  of  hackmatae  timber  for  ship  building 46G 

Sketch  of  the  early  history,  geology,  mineralogy,  and  topography  of  the  British 

provinces  of  Nova  Scotia  and  New  Brunswick ,  by  Charles  T.  Jackson ,  M .  D.  467 — 474 

Observations  on  the  geological  resources  of  tlie  province  of  New  Brunswick 474 — 477 

Description  of  the  fossil  fishes  of  tlie  Albert  coal  mine 477 — 460 

Description  of  the  scales  of  fossil  fishes  from  tlio  Albert  coal  mine,  with  analysis 

of  the  scales 480,  481 

Description  of  the  scales  of  Paloeonisci  from  the  shales  of  the  Albert  coal  mine. . .  481 

List  of  the  fossil  plants  found  in  the  shales  of  the  Albert  coal  mine 482 

Agricultunil  resources  of  New  Brunswick  and  of  Nova  Scotia 483 

Crops  of  New  Brunswick  and  Nova  Scotia  ;  cereals  best  adapted  to  its  soil 464,  485 


PART  VII. 


f 


NOVA  SCOTIA. 

Capacity  and  safety  of  its  hurburs 487 

Navigation  returns  of  Nova  Scotia,  siiips  inward  and  outward  in  the  years  1849 

and  18r»0 488 

Aggregate  value  of  imports  and  exports  of  Nova  Scotia  in  the  years  184'J  and  1850.  489 
Quantity  and  value  of  all  articles,  the  growtli,   produce,  or  maiuifacture  of  the 

United  States,  im|iortud  into  the  colony  of  Nova  Scotia  during  the  year 

I^<,'>(),  with  the  rate  and  amount  of  duty  paid  thereon 489 

Ileturn  showing  the  ships  and  tonnage  inward,  and  tiie  value  of  imports  into  the 

province  of  Nova  Scotia,  during  the  year  1851 489 

Return  showing  tlie  siiips  and  tonnage  outward,  and  the  value  of  exports  from 

Nova  Scotia,  during  the  year  1851 490 

Imports  and  exports  of  Nova  Scotia  for  1849,  1850,  and  1851 491 

Articles  of  the  growth,  product ,  and  manufacture  of  the  I'nited  States,  imported 

into  Nova  Scotia  in  1851 491 

Articles  of  colonial  produce,  growth,  and  manufacture  exported  to  the  United 

States  in  1851 491 

Number  of  vessels  owned  and  registered  in  Nova  Scotia  in  1851 491 

Number  of  vessels  employed  in  tiie  fisheries  of  Nova  Scotia  in  1851 492 

Quantity  and  value  of  fish  caught  during  the  season  of  1851 492 

Census  of  Nova  Scotia  in  1851 492 

Number  of  births,  deaths,  and  marriages  in  1850 492 

Number  of  schools  and  scholars  in  tiie  province 499 

Number  of  roligious  denominations  in  Nova  Scotia 492 


840 


INDEX. 


7f  uinl>or  of  churches,  housei,  stores,  barns,  &c.,  in  the  province 4!)2 

Quantity  of  live  stock  in  Nova  Scotia  in  1850 493 

Quantity  of  grain  and  other  crops  raised  in  1850 493 

Number  of  saw-mills,  grist-mills,  factories,  tanneries,  &c.,  in  the  province 493 

'  THE   PORT    or    HALIFAX. 

Superior  facilities  of  the  port  of  Halifax 493 

Value  of  imports  and  exports  at  the  port  of  Flalifax  in  1850 494 

Number  of  ships  inward  and  outward  at  the  port  of  Halifax  in  1850 494 

Description  and  value  of  merchandise  imported  into  Halifax  from  the  United 

States  in  1850 495 

Return  of  the  quantities  offish  and  fisii  oil  exported  from  Halifax  in  tlie  year  1851.  4'JC 
Number]  of  ships  and  their  tonnage  which  entered  inward  at  the  port  of  Halifax 
during  the  year  1851,  and  the  value  of  imports  by  such  vessels,  distinguish- 
ing British  from  foreign 497 

The  coal  trade  of  Nova  Scotia 497 

Description  of  the  coal  mines  of  Nova  Scotia 498 

Quantities  of  coal  shipped  to  the  United  States  from  the  different  mines  in  Nova 

Scotia  in  the  years  1B49  and  1850 499 

CAPE    BRKTON. 

Area  and  population  of  Cape  Breton 499 — 501 

Products  and  value  of  the  fisheries  of  Capo  Breton  in  1847  and  1848 501 

Quantity  of  fish  exported  from  tlie  Straits  of  Canso  in  1850 ,'iO] 

Total  quantity  of  coal  raised  in  Cape  Breton  and  sold  during  the  year  1849 ."iOS 

Number  of  entries  of  trading  and  fishing  vessels  at  Capo  Breton  in  18.50 .50'J 

Number  of  clearances  of  trading  and  fisiiing  vessels  at  Cape  Breton  in  1850 !>IYS 

Value  of  imports  and  exports  at  Cape  Breton  in  1850 503 

SABLE    ISLAND. 

Description  of  Sable  Island  ;  its  productions 504,  505 


PART  VIII. 

THE    ISLAND    AND    COLONY    UP    NEWrulINDI.AND,    INCM'DINU    LABRADOR. 

Description  of  Newfoundland  and  Labrador 507 — 510 

The  cod  fisiiery  of  Newfoundland , 511,  512 

The  shore  fishery  of  Newfoundland 512,  513 

The  herring  fishery  of  Newfoundland 513 

The  salmon  fishery  of  Newfoundland 514 

The  mackerel  fishery  of  Newfoundland 514 

The  whale  fislicry  of  Newfoundland 514 

The  seal  fisihery  of  Newfoundland.  • 514 

The  system  of  carrying  on  the  fish  and  oil  trade  of  Newfoundland 515 

Return  of  the  vessels  equipi)ed  for  tlie  seal  fishery  from  the  port  of  St.  John  only, 

and  the  number  of  seals  taken  by  them  during  the  last  ten  years 516 

Comparative  statement  of  the  quantity  and  value  of  the  staple  articles  of  produce 

exported  from  the  island  of  Newfoundland,  in  the  years  1849  and  185U. ...  516 


INDEX.  841 

Page. 
Total  value  of  the  imports  and  exports  of  Newfoundland,  in  the  years  1849,  18r>0, 

and  1851 517 

Number,  tonnage,  and  crew  of  vossols  which  entered  and  cleared  at  Newfoundland 

in  the  year  1850 517 

Number,  tonnage,  and  crew  of  vessels  which  entered  and  cleared  at  Newfoundland 

in  the  year  1851 518 

Statement  of  the  total  shipping  of  Newfoundland,  inward  and  outward,  in  the 

years  1849, 1850,  and  1851 518 

Number  of  siiips  built  in  Newfoundland  during  the  period  of  four  years,  from 

1846  to  1650,  inclusive 518 

Population  of  Newfoundland  by  the  census  of  1845 519 

Number  of  boats,  &c.,  engaged  in  the  fisheries  in  1845 519 

Value  of  the  annual  produce  of  the  colony  of  Newfoundland,  on  an  average  of 

four  years,  ending  in  1849,  by  the  Britisli  colonial  autiioritics 519 

Average  value  of  propurty  engaged  in  the  fisheries  during  the  same  period 519 

TRADE  BETWEEN  NEWFOUNDLAKD  AND  THE  UNITED  STATES. 

Statement  of  the  quantity  and  value  of  the  staple  products  of  Newfoundland  ex- 
ported from  that  colony  to  the  United  States  in  the  years  1849,  1850,  and 
1851 520 

Ueturn  of  the  quantity,  value,  rate,  and  amount  of  duly  paid  on  principal  articles, 
the  growth,  produce,  or  mantifacture  of  tlie  United  States,  imported  into 
the  colony  of  Newfoundland,  during  the  year  ending  January  5,  1852.. . . .      520,  .521 

Abstract  of  the  number  and  tonnage  of  vessels  which  entered  inward  in  the  colony 
of  Newfoundland  in  1851,  with  the  value  of  the  goods  imported  in  such 
vessels,  distinguishing  British  from  foreign 522 

Abstract  of  the  number  and  toiuiage  of  vcssols  whicli  cleared  outward  from  New- 
foundland in  1851,  with  the  value  of  the  articles  e.\|)orted  in  such  vessels, 
distinguishing  British  from  foreign 523 

Value  of  imports  and  exports  of  Newfoundland  in*1850 523 

VALUE  OF  THE  LABRADOR  TRADE  AND  FISHERIES. 

Value  of  the  exports  and  imports  of  Labrador 524 

THE  PORT  OF  ST.  JOHN,  NEWFOUNDLAND. 

Description  of  St.  John,  Newfoundland  ;  its  position  as  a  port  of  call  for  the  At- 
lantic steamers 524,  528 

LKIIIT-IIOUSES  ON  THE  EASTERN   COAST  OF  NEWFOUNDLAND. 

List  of  light-houses  on  the  eastern  coast  of  Newfoundland 538 

Cool,  of  coals  at  the  port  of  St.  John 528 

Duty  on  coals  at  Newfoundland 528 

Number  of  vessels  which  entered  inward  at  the  port  of  St.  John,  Newfoundland, 

in  the  years  1850  and  1851 529 

Number  of  vessels  which  cleared  from  the  port  of  St.  .lohn,  Newfoundland,  in  the 

years  1850  and  1851 529 

Statement  of  the  quantities  of  each  description  of  imports  at  the  port  of  St.  John, 

in  1850  and  1851,  with  its  increase  or  decrease 5.30 

Statement  of  the  ciuantitics  of  the  various  descriptions  of  goods  exported  from  the 

port  of  St.  John,  in  the  years  1850  and  1851 530 


.il 


842 


INDEX. 


Page. 
Value  of  importii  into  the  port  of  St.  John  from  the  United  States,  during  the  year 

1H51 531 

Statement  of  the  various  descriptions  of  iirticloB  imported  into  the  port  of  St.  John 
from  Canada,  in  the  years  ItiTiO  and  18ril,  with  the  quantity  and  vahie  of 

each  article - tt'M 

Quantity  and  value  of  imports  into  tiio  port  of  St.  John  from  the  Urilish  West  in- 
dies in  1851 .531 

Quantity  and  value  of  imports  into  the  jiort  of  St.  John  from  Spain  in  1851 MH 

Quantity  and  value  of  imports  into  the  port  of  St.  John  from  Portugal  in  1851.. .  53*3 

Quantity  and  value  of  imports  into  the  port  of  St.  Juiui  from  Germany  in  1851. .  .'iS'J 

Quantity  and  value  of  imports  into  the  port  of  St.  Joim  from  Uonniark  in  1851.. .  ,533 

Quantity  and  value  of  imports  into  the  port  of  St.  Juim  from  the  Spanish  West 

Indies  in  1851 .533 

Statement  showing  tiin  number  of  vessels  which  arrived  at  the  port  of  St.  John 
during  tlio  year  1851,  with  the  places  whence  they  came,  the  nature  of  the 
cargoes  they  brought,  the  port  for  which  they  sailed,  and  the  freight  they 

took  away .534 

Statement  of  the  number  of  vessels  whicli  entered  and  cleared  at  the  port  of  St. 

John  in  every  month  of  the  year  during  the  years  1848,  1849,  and  1850. . . .      534,  'iSf) 


PART  IX. 


THE  COLONY  OF  PRINCE  EDWARD  INLAND. 


Description  of  Prince  Kdward  island  ;  adaptation  of  its  soil  for  agricultural  pur- 
poses   

Census  of  1848 

Discovery  of  the  island  by  Sebastian  Cabot 

Separation  of  the  island  from  Nova  Scotia  in  1770 

Products  of  the  island  in  1847 

Number  of  new  vessels  at  Prince  Kdward  island  in  the  years  184!),  18.50,  and  l^.'il 

StatcniiMit  of  the  value  of  imports  and  exports  of  Prince  Edward  island  in  1849 
and  18.50 

Statement  of  the  number  of  vessels  that  entered  ond  cleared  at  Prince  Kdward 
island  in  1850  and  1851 

Value  of  the  exports  of  Prince  Kdward  island  m  1851 

Statement  of  the  quantity,  rate,  and  amount  of  <luty  jiaid  on  all  articles,  the 
growth,  produce,  or  manufacture  of  the  United  States,  imported  into  the 
colony  of  Prince  Kdward  island  in  1851 

Value  of  articles,  the  ijrowth,  j»roduce,or  manufacture  of  the  United  States,  im- 
ported into  Pririce  P^ward  island  in  18.50 

Quantity  and  value  of  articles,  the  growth  and  produce  of  Prince  Kdward  island, 
exported  to  the  United  States  in  1851 

Statement  of  the  American  ves.sels  and  their  cargoes  which  entered  and  cleared  at 
Prince  Kdward  island  in  1851 

Abstract  of  the  trade  and  commerce  of  Prince  Edward  island  in  1851 


537 

53 

53s 

:.:t;t 

54(1 
540 


541 

.541 

541 

543 
543 


INDEX.  843 

PART  X. 

WTERCOirBflE    BETWEEN   GREAT   BRITAIN   AND   HER  NORTH   AMERICAN   COLONIEK. 

Pajjo. 
Importance  and  valuo  of  tho  timber  trade 545 

Value  of  goodB  exported  from  Great  Britain  to  the  British  North  American  colo- 
nies in  tho  years  1800,  1805,  1810,  and  1815 545 

Statement  of  tho  number  of  ships  and  tonnage  inward  and  outward  in  Great  Brit- 
ain and  Ireland,  to  and  from  tho  North  American  colonies,  distinguishing 
Britisli  from  foreign,  from  1840  to  1850,  both  years  inclusive 546 

Statement  of  tho  valuo  of  tho  import  and  export  trade  between  Great  Britain  and 
tho  North  Americau  colonies,  for  the  years  1818,  1619,  1820,  1832,  1838, 
1843,  and  1848 546 

Statement  of  tho  amount  of  tonnage  inward  and  outward  between  Great  Britain 

and  tho  North  American  colonies  in  1800, 1805,  and  1815 546 

Statement  of  the  amount  of  tonnage  inward  and  outward  in  Great  Britain  from 
the  British  North  American  colonics,  in  1845  and  1850,  distinguishing 
British  from  foreign 547 

Increase  in  the  timber  trade  between  Great  Britain  and  her  North  Anierican  colo- 
nies   547 

Quantity  and  value  of  timber  imported  into  the  United  Kingdom  for  homo  con- 
sumption, in  1840,  1845,  and  1850 548 

Foreign  timber  and  deals  imported  into  tho  United  Kingdom  in  1849,  1850,  and 

1851 549 

Effect  of  opening  tho  market  to  foreign  timber  in  the  United  Kingdom 549 


1 


PAllT  XI. 

TKADF.     UK     THE     PniNCIPAl.     ATLANTIC     PORTS     OF     THE     l.'NITED    STATES    WITH    THE    BRITISH 

NORTH    AMERICAN    tOLOMES,    BY    SEA. 

Direct  truilo  by  sea  between  tho  jirincipal  Atlantic  sea  ports  of  tho  Union  and  the 

British  North  Anieiicun  rolonic? 551 

MaritiiiK!  resources  of  the  North  Ainericaii  coloiiiL's 551 

Valuo  of  lliu  Britisli  Nortii  Aninriciin  colonies  in  a  commercial  point  of  view.. .  552 

Tonnage  inward  in  all  the  British  North  American  colonies,  during  different  pe- 
riods    5.53 

Table  exhibiting  tiie  description,  quantity,  and  vahie  oftlio  various  articles  of  do- 
mestic production  exported  from  twenty-three  Atlantic  ports  of  tho  United 
States  to  the  cdIdiiIcs  of  New  Brunswick.  Nova  Scotia,  Newfoundland,  and 
Prince  Fidward  island,  during  the  year  1851 554 

Tiible  exhilfiting  llu;  description,  quantities,  and  valuo  oftlio  various  articles  of 
foreign  production  exported  from  the  ports  mentioned  to  the  four  lower 
colonies  in  1851 555 

Statement  of  tlio  valuo  of  the  various  articles  imported  from  the  lower  colonies 

into  tho  Atlantic  ports  of  the  Union  during  the  year  1851 556 

Total  value  of  domestic  and  foreign  exports,  and  the  value  of  colonial  imports  in 

1H51 557 

Table  of  whipping,  inward  and  outward,  during  1851,  to  and  from  nine  ports  of  the 
United  States  only,  and  the  colonies  of  New  Brunswick,  Nova  Scotia, 
Newfoundland,  and  Prince  J-klward  island,  distinguishing  Anierican  from 
British 558 


li 


844 


INDBX. 


8latetnont  of  tonnage  inward  and  outward,  in  1851,  at  tho  porta  of  Now  York, 
Quebec,  &c 


55!) 


PART  XII. 


RKVICW    OF    THE    mBRRNT    ITATE    OP    TIIK    DKEP-tEA    risilERIP.S    Or    NEW    BNGLAKD.  —  DT   WM. 

A.  WELLMAN,  EHC). 

Tim  fmlierlM  of  MiissacliusottH  and  othor  Now  Rutland  Slater 561 — 566 

Stutcincnt  of  allowances  to  voimgIb  employed  in  the  fiNhcriva,  and  bountirs  on 

pirklfd  fisli  exported  from  January  1,  1820,  to  Juno  HO,  1851 567 

Imports  (if  dried  and  pickled  fmli  into  tlio  port  of  DoHton  during  tlio  fiiical  yean 

ending  Juno  MO,  from  1821  to  1851 567 

<iuiintily  and   viilue  of  dry  and  pickled  fi8h  exported  from  tlio  port  of  BoHton  to 

foreign  countries,  from  July  ],  1843,  to  Juno  ?'  ■  1851,  incluHivo 568 

Statement  of  dry  fish  warolioused  in  tlio  district  of  IJoston  and  Charlestown,  from 
June  30,  1847,  to  Juno  30,  1851  ;  also,  dry  fish  withdrawn  from  warohouio 
during  the  same  period 569 

Statement  of  pickled  tisli  warehoused  in  the  district  of  Boston  and  Charlestown, 
from  June  30,  1847,  to  Juno  30,  1851  ;  also,  pickled  fish  withdrawn  from 
warehouse  during  the  game  period 569 

Imports  of  dried  and  |iiekle(l  fish   into  tho   l-'nitcd   States  during  the  fiscal  yunra 

ending  June  ,'iO,  from  1843  to  1850,  iiicluKive 570,  571 

Kx]>orts  uf  dried  and  pickled  fish  (foreign  cauglit)  from  tho   United  States  during 

tho  fiscal  years  ending  June  30,  from  1843  lo  1850,  inclusive 57'J,  573 

Exports  of  dried  and  pickled  fish  (American  caught)  from  the  United  States  during 

the  fiscal  years  ending  June  30,  from  1843  to  1850,  inclusive 574 — 581 

Statumciit  uf  pickled  fish  inspected  in  Massachusetts  from  18.38  to  1850,  inclusive  58j 

Statement  of  tho  tonnage  of  vessels  employed  in  tho  fisheries  of  the  United  States 

on  tho  30th  of  June,  1843,  1844,  1845,  1846,  1847,  1848,  184i».  and  1850..  583 

Abstract  of  bounty  allowances  to  fishing  vessels,  paid  by  the  collector  and  disburs- 
ing agent  of  the  treasury  at  the  port  of  Ikxiton,  for  the  fishing  seasons  of 
the  years  1^<41  to  1850,  inclusive .^84 

Abstract  of  fiiihing  vciisclv  lost  during  t!io  year  1851 .'i85 — 588 


PART  XIII. 


THE  FRENCH   FISHERIES  AT      EWFOI'KPl.AKU. 

Movements  of  Franca  in  regard  to  bounties  on  fish  caught  at  Newfoundland 580 

Repoit  rendered  in  the  namo  of  the  commission  fur  tho  inquiry  into  the  projected 

law  relating  to  tho  great  sea  fisheries,  by  M.  Ancet 589 — 593 

Bounties  on  vessels  fitted  out 592 — 599 

Jkiuntics  to  the  crew 599 

Bounties  on  tho  products  of  tho  ii»iieries 599 

Bounty  on  cod  livers 600 

Kcturn  of  vessels  fitted  up  for  tho  cod  fishery  from  tho  year  1842  to  tho  year  1850, 

both  iuclusive GOI 


(Noex. 


845 


Account  of  the  finini)  paid  hm  hoiintlca  to  the  crowi  uf  vomoIn  ciii|)I()ycd  in  tlie  cod 

fighory  of  Franno,  from  1843  to  1847,  uuduHivc CO'J 

Return  of  tho  nuH)bor  of  imrHdtiM  onrolind  niiiniiilly  for  tlio  niivy  in  tho  ttovcral 

niiiritiino  diHtrirtg  of  Franco,  from  tlio  year  1^40  to  tlio  your  IHM,  incluHivo.     OO.l— G07 
ilcturn  of  tlio  ()iiuntily  of  dried  cod  ('.tpoitt'tl  direct  from  tlic  pliico  wlic.ro  caught 
to  tho  cuIunicH  of  Franco,  with  tho  rnto  and  amount  of  Imunty  paid  thuroon, 

in  tho  ycarM  1843  to  IHjO,  inclusivo < GOt^ 

Return  of  tlic  ((uanlity  of  dried  cod  of  Frcncli  catch  cxportijd  from  tlio  ware- 
liouHO  in  Franco  to  French  colonics,  in  tiie  yearH  1H4"J  to   1850,  inclusivo, 

nnd  tho  amount  of  liounty  paid  tliorcun UIIH 

Return  of  the  (|uantity  of  (lric<l  cod  of  Frunch  catch  oxportnd  from  tho  portN  and 
curiii{(  placoM  of  Franco  to  French  colonio8,  in  tho  yearn  1843  to  1850,  in- 

clu(*ivo,  nnd  iimount  of  lioniity  thorcon G09 

Return  of  tho  ciuantity  of  dried  cod  exported  from  llio  placcH  wlicro  caujrlit,  by 
fishermen  of  F'rance,  to  foreign  countricH,  in  tho  yearH  1843  to  1850,  inclu- 
Hivo, with  tho  amount  of  bounty  paid  thuroon  in  each  your GIO 

Return  of  the  (piantity  of  dried  cod  of  French  catch  exported  from  tho  portH  of 
Franco  to  foreign  coiintrioH,  in  tlio  yearH  1843  to  1850,  inclusive,  with  tho 

amount  of  bounty  paid  tiicrcun  in  each  year <  < « •  UU 

Account  of  the  amount  of  bounties  paid  out  of  tho  treasury  of  Franco  for  tho  on- 

couragcmont  of  tho  cod  and  whale  fiohcricf*.  from  1843  to  1849,  inclusivo.  •  013 


!;   i. 


ti46 


INDEX. 


APPENDIX. 


Noti<'n  of  the  ininrnnl  nnd  (luiiio<«tic  rnrnmerco  of  the  ooiiiitr}' iil,1 

HtatcniPiitM  Mhowitiff  the  tradn  und  coininorco,  popiilntioii,  trniiiiiry  rocoipta,  &r., 

of  I  ho  (■(iiiiitry  for  NovrrnI  yciirN (i|4 

RociiiptH  into  th(t  triMHiiry  froin  cuMtotni*  iiiul  uthor  Moiirrcit C|5 

iVr  cent,  incroado  in  ciiitom  rccoijtt G|5 

Statumriit  Khowiiij;  tho  viiliiiition,  nron,  ntid  pdpiihition  to  tho  Hcpmro  iiiilo  in  tHf)!), 

witli  tim  indulitcdiicxM  of  llio  m-vcriil  SliitcM  in  \f^Ct\ G16 

Viiluatiun  i)f  rual  and  porxoiiiil  rNtiito  u(  the  inliiiltitantM  of  the  United  Htutca  for 
till!  yi'iirrt  fiKJiiij;  .Iiini!  1,  lHr)(t,  mid  Dpcfinhcr  HI,  ItT)'?,  togi<thor  with  the 

avcrajro  nniuiiiit  to  ciich  itdmliitiiiit 017 

CoinpariKon  of  properly  nnd  woiiltli  nnion^  thu  urhun  and  rural  population fi|H 

'rot:il  vaiiio  dl'  real  iitul  pcrHoiiiil  properly  of  (ho  I  iiileil  Staten (Jjy 

Tabic  RJiowiti^r  tile  iinioiiiit  nnd  valiiit  of  lliu  prodiictioiiM  of  ni(ri(;ultiirn  in  tliu 

Unitfid  SlitfH  for  the  year  INVJ (il9 

lleniarkH  upon  the  ii|rri('iiltiiral  taldu (J'JO,  (iH 

Statcnu'iit  Hhowiiii(  th«i  nimiiier  of  niaiiiitartiirinfi'  MfaljIiMJinii'iits  in  tlm  United 
Statrn,  tint  iiinoiint  of  raw  materials  used,  tlie  capital   invested,  and  the 

total  value  of  pruductx,  areurdiii};  to  the  ecniiuH  of  \HM (i:>3 

t^tatunicnt  exhiliitiii;r  tiie  value  of  donii'stic  pnxlui'i)  and  nmnufaelure  exported 
aiiiiuall_>  riiiiii  I'  01  to  I.**,'*:.',  and  alno  tiic  value  per  lupita  (liiriM);  the  Haine 

period ()'J3 

I'lT  11  ut.  iiici'i  .1-''  iif  (li.iiii  .'ti  '  (  xpoi  N f)'}) 

l''.v{)<)rtH  of  (lonieslic  pro>iuri>  fiir  several  years,  with  amount  to  eai?h  individual.. .  Ij;>4 

Statement  exhiliitinfr  the  value  of  foreign  merehandisio  imported,  re-exportod,  and 
cunsiimed,  annually,  trom  l^'.M  to  H5I ,  inclusive,  and  also  tlii^  estimati-d 
population  and  rate  of  eonsuiiiptioii   |ier  eapila  during'  the   Maine  period , . ,  (I-J.'i 

'I'otal  imports  consumed  in  the  I'nited  Sl,ites  for  several  years,  with  amount  to 

each  individual li'JJ 

I5(  lu-fils  of  free  tradi-  hetwceii  the  ililleri'tit  Stales ('rJB 

li!i|iiirts  aiul  expiirls,  uml  toiiiia;;e  inward  and  outward,  of  the  principal  commer- 
cial or  Atlantic  States,  for  the  years  iM'J.'i,  I'-IK,  and  1K'»I G!>7,  fi28 

Advanla^rcs  to  iiiteriKil  ctiininrrce  fioru  the  conncxinM  of  the  lakes  with  thu  Mis- 
sissippi rivi  r  liy  the  const  rii<l  ion  ot'  railroads  an<l  canals G'Jfl 

.\ii'.i'S  <ju  the  aiO(<ilMl  and  tciiclenry  ol'  (thin  coiiiliicn'e G^ 

Amount  of  liMiliiiir  arlich's  on  tin-  Mi;tiiii  laiial (i'JO 

Tiie  Ohio  canal,  l".*!!  ;  .Mu.skin;runi  iMiprovemciit,  l!<i.'>l (i;(U 

A^:,'re}futes  of  the  receijitH,  in  leading.'  articles  ol'domestie  produce,  at  the  hike  and 

river  ports fi.ll 

I  nip' iris  of  lumher  t'ruin  t  lie  exterior  to  the  nitcrinr  ports (j,')l 

Cuuiparative  vahiu  of  the  exports  <ii'  Oiiui H'Jil 

('unsumpti(Mi  of  llour,  und  wheat  reduci'il  to  Hour,  in  Ohio,  in  the  years  iN'iO  and 

i-^fii r,y2 

i'liiwTdl  summary  of  animal  provisions  of  Ohio,  for  Ih.') I (iyj 

Kxhibit  of  the  entire  ex[)orls  of  the  most  important  articles  ofdomestic  pioducc  of 

Ohio,  for  ihji 6;in 

i;.\pi>rti  of  (,'iiicioiiali  lor  114.'*  aiul  IS.JU,  w  ilh  tiic  jicr  edit,  ot'  iu<ri:.ise t)34 

'I"al,lc  of  nianufaitturcs  in   Cincinnati  tor  |S4U  and  l^jl^  with  tin'ir  increase  per 

cent (i.'i5 

Uk.-stinalion  of  the  pri!i';iji:il  articl(\4  of  cvporl  at  Cincinnati C3S 


INDEX. 


847 


Drddriplion  of  tlio  rity  of  Cinclnnntl,  Ohio;  iU  liitiludo  and  lon{rituilo ;  rnpiil  in 

criiitMu  of  population Q30 

Commonn  of  tlio  port  of  Cincinnati ;  import*  Into  Cincinnati,  (Voni  ull  noiirno*, 

fr.iiii  IH47  to  |rt,VJ,  iiirliiKivo C37,  f,38 

HtotDincnt  of  tlio  prinnipul  iirliiliH  of  export  from  Cincinnati  by  ull  laml  and  water 

roiitPK  for  tlio  yonrn  1)^47  to  |H,V>,  incliiHivc C39,  040 

DoHcripliiiii  of  tlio   city  of  I'itlhliiir)',  l'(MiiiHylvnniii ;  itit  latitude,   loiiKiludo,  and 

population  ;  diitancc*  from  Hulliinori',  I'iiiladnlphia,  liurriidiiirj;,  and  WumIi- 

iiii;toii CAO 

(',<m\  mill  iron  orcH  ;  Iiiltuuho  in  iiiuiiiifiicturcHiiiid  woallli  liy  tlicir  cIuho  proximity. .  041 

Canal  conncxionN  of  I'ittHtiurjx  ;  important  railway  proJoctM, , G41 

ManufictiiicM  of  Alli');liaiiy  county  in  l^fiU G43 

riirciiiililc  luituru  of  cciinim  rcturim G43 

MiiuufiicturcM  of  iron,  irliiMHwaro,  &.c 643 

('(iiiipariilivc  Ktutctiiciil,  cxliil)itiii(j  tlin   cxporln  liy  ciiiial  of  hoiiiu  oi  ilio  luudiiiij 

urtii'lcH  diiriii^r  three  MciiHuiiH,  vi/.,  |Ml(>,  |H47,  It'.'i^J G44 

('oiii|iiiriitiv«  MULtciiiciil,  HJiowiii^r  H(unc  of  tliu  Icadinii  articlcH  iiiiporlcd  into  I'ltlh- 

hur^  hy  canal  durim;  tlin  years  1H4G,  H47,  ai.d  \t*^>'2 644 

Statcineiil  hliuwitu^  the  iinportrt  and  exports  hy  caiialn  at  l'itt.sl)ur{j  during,'  thoyuur 

ciiduij,'  Deceiiiliir  :il,  Mf2 645,  646 

DcHcriptioii  of  tlio  city  of  l.oiiiHville,  Kentucky;  itH  coinnicrcial  advaiita^cn  ....  646 

(irowth  and  population  of  l.ouiHviile  from  ]H()0  to  Hfill,  iiicluNive 647 

Commerce  of  LoiiiMvilJi';  t;ro<'erieH,  dry  ^oods,  harilwarc,  i«.i' 647 

l'url<  liiiMiiiesH  ;  NtuainboutM  and  navi;;alioii 648 

I'riiicipal  iiKiiiuliiclurcn  id'  Lnuisville  ;  a^'irrei^iiti:  amount 643 

llailroiidK  coniiectini;  LoiiiMvillu  with  other  cities 648 

Val  lint  ion  of  the  citic*  of  St.  l.ouiM,  (Cincinnati,  and  Louisville  in  18,j() 649 

DcHcription  of  tlu)  city  of  St.    I.,oiiis,  Missouri;  its  jrrcat  advaiitai;es  l<»r   inland 

coiiinierce 6 19 — 651 

Comparative  statement  of  some  of  the  principal  articles  landed  at  St.  Louis  diirinij 

six  years  on<liii)r  Deccmlier  31,  l^.'il 652 

'I'able  lixhiliitiiin  the  iiiimlier  and   tuiinn^rc   ot"  l),);,ts  arriving;  at  ''t.  Louis  during; 

the  years  |s47,  \M^,  Hl!»,  L-.VI,  and  l>.'il 6.')2 

Statement  of  lliu  forei^ru  commerce  ol'  St.  Louis,  coiisjslinjr  uf  iiiiportatioiis 653 

Amount  of  luispilul  iiKiiiey  collected  at  the  |iort  of  St,  Louis 653 

Aniituiit  of  duties  collected  at  St.  Louis (i53 

Hospital  money  expended  in  relief  to  hlik  and  disabled  hoalmeii 653 

Stoam-iiiariiie  of  tii:-  interior 654,  655 

Steam-marine  of  tlit!  .Mississippi  valley 656 

Steaui-inarine  id'  the  Ohio  basin 656 

\irirrccTate  summary  of  thi!  entire  streiiHlh   of  the  stoam-niarinc  of  the  lakes  and 

rivers  uf  the  interior C-'" 

'I'aliular  statement  of  Hteainers  on  the  rivers GUI 

Lilies  of  travel  aloii}{  the  waters  of  the  several  interior  C(dlcction  districts 657 

Statement  cd"  the  total  number  of  persons  who  arrived  at  and  departed  from  tho 
principal  port  of  each  cidleclioii  distrii-l  of  the  interior,  by  steamers,  rail- 
road cars,  slajre-coachcs,  canal  b.jats.aiul  steam  I'erry  boats,  duriiij?  tlio  year 

cndinjjjune  30,  iH.'il ♦'•''^ 

Tho  Mineral  centres  of  interior  cuiiimerce,  navigation,  trade,  and  travel 659 

Subdivision  of  the  Si.  Louis  district 6j9 

Subdivision  of  the  rittsbur!:  district ^GO 

Subdiviaion  of  tho  IJullulo  district 660 


L 


848 


INDEX. 


SubdiviKion  of  the  Chicago  district • t >•>.....  .1 .  (Hil 

Popuhition  in  1850  of  8t.  Louis,  Pittsburg,  Butfalo,  and  Ciiicago (iGl 

Statciucnt  of  t)iu  amount  of  marine  risks  taken,  and  of  losses  paid,  on  vessels  and 
cargoes  <>f  the  United  States,  in  the  several  collection  districts  of  the  into* 

rior,  for  the  year  ending  June  'iO,  ISfil • GG'i 

Number  of  steamboats,  with  their  tonnngo  and  original  cost,  lost  on  tlio  Missis* 
sippi  river,  from  the  period  of  tho  first  introduction  of  steam  navigation 

thereon  to  tho  close  of  the  year  1848 (itiu* 

Increase  of  tlic  steamboat  tonnage  on  the  Mississippi  and  its  tributaries,  from  1842 

to  I80I G64 

Comparative  statement  of  the  steam  tonnage  of  the  Mississippi  in  1851 >  (164 

Comparative  statement  of  tlie  number  and  toiinagcof  the  steamboats  on  the  north- 
ern lakes  of  tlio  United  States,  tiio  Mississippi  valley,  and  tho  Ohio  basin..  W)!i 
Statement  of  the  niimi>cr  of  steam  and  sail  vessels  enrolled,  registered,  orJicensfd, 
in  the  several  collection  districts  of  tho  United  States,  that  were  lost  on  tiio 
lakes  and  rivers  of  the  interior,  in  the  year  ending  June  30,  IbTtl,  with  the 
cause  and  manner  of  lo^s,  and  the  number  of  persons  who  perished  thereby  6(i(i 

General  average  of  steamers G(i7 

Grand  result  of  United  States  Ktcam-marine (itiH 

Marine  disasters  on  the  western  waters  in  18;)2 (itil) 

VEW    OHLEANS,    LOUISIANA. 

Description  of  \cw  Orleans  ;  its  superior  and  commanding  situation  for  coinmer' 

cial  purpoiies. ., G7U — 073 

Value  of  Dome  of  the  principal  articles  imported  into  New  Orleans  from  the  inte- 
rior, at  several  periods,  during  the  lust  ten  years 1)74 

Valuation  of  property  from  tho  interior  during  the  last  eleven  years tJ75 

Statement  showing  tlic  value  of  imports  and  exports  at  New  Orleans,  annually, 

from  1834  to   1851 ,  inclusive C75 

Statement  of  tho   receipts  on  account  of  duties  collected  at  New  Orleans,  from 

1835  to  the  3111I1  of  June,  1^5'J,  inclusive fi75 

Statement  exhibiting  the  number  of  American  and  foreign  vessels,  and  also  tlieir 
tonnaiff!,  eiiiployed  in  foreign  trade  in  the  district  of  New  Orleans,  which 
entcrud  and  cleared,  annually,  from  18'JG  to  1851,  inclusive H7(> 

MOBII.C,  ALABAMA. 

Dcscri|ition  of  Mobile  ;  ch-.iractor  and  fertility  of  the  soil  in  that  region  of  conn* 

try  around  Mobile G77 

Statement  of  iho  t<»nnag<!  lliat  entered  and  cleared  from  and  to  foreign   ports,  at 

Miibili',  ill  the  years  H41,  l^lfi,  and  H51 G77 

Statement  showing  the  expurtji  and  destination  of  cotton  from  the  port  of  Mobile 

during  tlic  last  ten  yt.'ars  ending  August  31 G7H 

Quantity  of  staves  and  liiinbcrsliipped  from  M'jbileseaward,  in  185(1,  1851,  and  18.53  G78 

Stati'iiien'.  showing  the  fjuaiitity  of  pome  ot"  the  pritwipal  articles  of    im|)ort  into 

the  port  of  Mobile  during  the  last  fivo  years  ending  August  31,  18.5'J t>7D 

Total  value  of  foreiifii  imports  at  Moiiile  during  the  years  lr51  and  I85"J G7i) 

Statement  exhibiting  the  number  of  Anieriean  and  lijreign  vessi  In,  and  also  their 
tonnage,  employed  in  foreign  trade  in  the  district  of  Mobih;,  which  entered 
and  ( learod  annuully,  from  182G  tti  1p5I,  inclusive 680 

FLORIDA. 

Dcicriplion  of  the  .State  of  Florida  ;  its  various  and  valuable  rosourcoB C81— 6):*4 


INDEX. 


849 


(ifi'J 


(>63 

G64 
(i64 

lit;.") 


«.  (>))1 

(JGI 

n  vcHsels  and 
s  of  the  into- 

n  tlio  Mig8is>- 
n  navigation 

08,  from  1H42 

>1 

on  the  nortli- 
Ohio  basin. . 

,  or  licCllKIHl) 

re  lost  on  tiic 
riJl,  with  the 
ishc'il  tliereby  6C(' 

mi 

f.t;8 

»;0 

for  comincr' 

G70— (i7:i 

roni  thu  intc- 

1)74 

•  075 

ns,  anuuall}', 

075 

rloiuis,  from 

«;.") 

Ill  also  tiicir 
Inuiis,  which 

>)7t> 

ion  of  foun- 

, 1)77 

i>in   ports,  at 

(177 

rt  of  Mohiln 

ti7H 

l.jl,and  IH.VJ  ^;7^ 

import  itito 

IKVi ^n'i 

H'f2 G7'J 

id  alio  thrir 
licli  oiilcrod 
GMt 

1 081— G^4 


Pago . 
Letter  from  W'm.  L.  Ilodgc,  escj..  Assistant  Secretary  of  the  Treasury,  relative 

to  Florida C84— 68G 

Letter  from  the  Hon.  E.  Carrington  Cabell,  relative  to  Florida G87 — 707 

Statement  compiled  from  report  of  Commissioner  of  General  Land  Office,  as  to 
public  lands  in  Florida,  .June  30,  l^Sl,  and  other  documents  in  the  General 

Land  Office 708 

Letter  from  Jos.  C.  G.  Kennedy,  esq.,  of  the  Census  Bureau,  relative  to  the  pro- 
ducts of  Florida 709—71] 

Letter  from  N.  Sargent,  esq.,  relative  to  the  imports  and  exports  of  Florida 711 

Steam-marine  of  the  United   Slates  on  the  Gulf  of  Mexico,  from  Cu])0  Sable  to 

the  Rio  Grande 712 

Sketch  of  the  Gulf  of  Mexico  and  the  Straits  of  Florida 712—722 

Wrecks  on  Florida  reefs,  from  1844  to  December  15,  1852 723 

Sketch  of  the  cotton  crop  of  the  United  States 72.1—727 

Exports  of  raw  cotton  from  the  United  Slates,  from  1805  to  1852 727 

Imports  ami  exports  of  foreign  raw  cotton  into  and  out  of  the  United  States  during 

diil'erent  periods 728 

Value  of  importations  and  exporlalions  of  foreign  merchandise,  from  17SI0  to  1?52.  729 

Value  of  t'oreign  cotton  goods  inq)orlcd  and  exported,  kc,  from  1821  to  1825 ....  729 

Exporlalions  of  domestic  cotton  manufactures  in  certain  years  and  periods 730 

Value  of  home-made  manufactures  in  the   United   States  according  to  the  last 

census  returns 731 

Number  of  cotton  manufactories  in  the  United  Slates,  amount  of  capital  invested, 

and  number  of  hands  employed  therein,  &,c 731 

Products  of  cotton  manufactories  in  1849- '50 732 

Consumption  of  cotton  in  the  United  States  in  lc<49-'50 733 

Cotton  cropof  tlio  United  Slates  in  1849- '.50 734,  735 

Entire  crop  of  the  season  of  1849,  taken  from  the  census  returns 736 

Cotton  crop  of  the  world,  of  1651,  and  cxports'of  all  countries  in  1852 637 

Hostility  of  (ireat  ISritain  to  the  cotton  interests  of  the  United  States 738,  739 

The  Cotton  Zone  of  the  United  States 740 

I'iitimale  of  cotton  crop  of  1852,  and  of  crop  Cotton  Zone  may  i>roduce 741 

Statement  of  the  tree  and  slave  population  of  the  Cotton  Zone,  &c 742 

Exporlalions  (s|)ecie,  ki:  ,  inchided)  from  the  United  States  since  1790 743 

Bullion  and  coin  imported  and  exported  since  1821 744 

Statement  of  the  principal  domestic  exports  in  the  years  1821,  1822,  and  1823, 

and  in  1850,  1851,  and  1852 745 

Relative  importance  and  value  of  the  cotton  croj)  of  the  United  States 745 — 756 

Statement  of  the  value  of  cotton  goods  imported  during  the  year  ending  June  30, 

1852 757 

Statement  of  the  value  of  cotton  goods  of  foreign  manufacture  exported  during 

the  year  ending  June  30,  1852 758 

Exports  of  raw  cotton  and  domestic  cotton  manufactures  during  the  year  ending 

June  30,  1852 759,  760 

Specification  of  exports  of  foreign  cotton  manufactures 761 

Domestic  manufacturci^  of  cotton  exported  from  the  United  States 762 

Values  of  certain  domestic  products  exported,  and  Jolal  value  of  domestic  products 

exported ,  including  bullion  and  specie 763 

Foreign  cotton  manufactures  imported,  and  the  total  exported,  consumed,  &c. . . .  764 

Bullion  and  specie  imported  into  and  exported  from  the  United  States 765 

Statements  of  the  commerce  of  the  Atlantic  Slates  and  cities 7fiC,  767 

54 


850 


INDEX. 


Pago. 
Statement  exhibiting  tlie  value  of  exports  from,  and  imports  into,  the  ports  of 

Boston  and  New  York,  annuallj',  from  1843  to  IKll,  inclusive 768 

Statement  cxiiibiting  the  value  of  exports  from,  and  imports  into,  the  ports  of 

Philadelphia  and  Baltimore,  annually,  from  1834  to  1851,  inclusive 76!> 

Statement  exhibiting  the  value  of  exports  from,  and  imports  into,  the  port  of 

Charleston,  annually,  from  1834  to  1851,  inclusive,  direct  trade 770 

Statement  of  the  receipts  into  tiie  treasury,  on  account  of  duties  collected,  at  the 
ports  of  Boston,  New  York,  Philadelphia,  and  Baltimore,  from  1835  to  the 
30th  of  June,  1853,  inclusive 770 

Statement  exhibiting  the  number  of  American  and  foreign  vessels,  and  also  their 
tonnage,  employed  in  foreign  trade  in  the  district  of  Boston,  which  entered 
and  cleared,  annually,  from  1826  to  1851 ,  inclusive 771 

Statement  exhibiting  tiie  number  of  American  and  foreign  vessels,  and  also  their 
tonnage,  employed  in  foreign  trade  in  the  district  of  New  York,  which  en- 
tered and  cleared,  annually,  from  182G  to  1851,  inclusive 77i2 

Statement  exhibiting  the  numl>er  of  American  and  foreign  vessels,  and  also  their 
tonnage,  employeu  in  foreijin  trade  in  the  district,  of  riiiladclphin,  which 
entered  and  cleared,  annually,  from  1826  to  1851 ,  inclusive 773 

Statement  exhibiting  the  number  of  American  and  tbrcign  vessels,  and  also  their 
tonnage,  employed  in  foreign  trade  in  the  district  of  llaltiniore,  which  en- 
tered and  cleared,  annually,  from  1826  tu  1851,  inclusive 774 

Statement  exhibiting  the  number  of  American  and  foreign  vessels,  and  also  their 
tonnage,  employed  in  foreign  trade  in  the  district  of  Portland,  which  en- 
tered and  cleared,  annually,  trom  1826  to  1851,  inclusive 775 

Statement  exhibiting  the  number  of  American  and  foreign  vessels,  and  also  their 
tonnage,  which  entered  from  and  cleared  for  (i>reign  countries,  including 
their  repeated  voyagt.--,  from  1821  to  1851,  inclusive 776,  777 

Statement  exhibiting  the  American  and  foreign  tonnage  entered  and  cleared  at 
ports  of  the  I'nited  States  during  the  years  ending  June  30,  froni  1842  to 
1851,  inclusive,  with  per  cent,  increase 777 

Statement  exhibiting  tlii^  amount  of  tonnage  belonging  to  the  L'nited  Slates,  an- 
nually, from  1836  to  1852,  inclusive 778,  77!1 

Statement  exhibiting  the  nund)cr  aiul  tonnage  of  vessels  built  in  tin?  United  States 

annually,  from  1836  to  1852,  inclusive 780 — 782 

Statement  showing  the  national  character  of  the  foreign  vessels  entered  and 
cleared  at  ports  in  the  United  Stales,  with  their  loimage,  from  1842  to  1851, 
inclusive 783,  784 

Statemtnt  exhibiting  the  average  tonnage  of  vessels  built  in  tin;  United   States 

annually,  from  1836  to  1852,  inclusive 785 

Exports  from  the  principal  connnercial  States  of  the  Union,  for  the  years  1810, 

1820,  1830,  1840,  1850,  and  1851 786,787 

lm|>orts  from  the  priiu  ipal  connnercial  States  of  the  Union,  for  the  years  1810, 

1820,  1830,  1H40,  1850,  and  1851 787,  788 

Statement  exhibiting  the  value  of  foreign  imports  into,  and  domestic  exports  from, 

the  principal  connnercial  States 789 

Statement  of  tonnage  entering  and  departing  from  the  United  Slates  to  foreign 

countries 790,  791 

Statement  of  tonnage  entering  and  (lej»arling  from  Northern  and  Southern  States      792,  793 

IM.AM)    UATK.U    IIOUTKS. 


Information  r»'laling  to  routes,  facility  of  transportation,  cx|)en8e,  distance,  &c 


794 


INDEX. 


581 


Pago. 

768 

7G!> 
770 

770 

771 

772 


774 


775 


776,  777 


778, 

""■Ik 

s 

780—782 

' 

783, 

784 

s 

785 

). 

786, 

787 

), 

787, 

788 

1, 

789 

r» 

791) 

791 

CH 

792 

,  79;i 

ERIK   CANAL    ROUTE.  PftgO. 

Statotnent  showing  the  va!  "  of  each  clasa  of  property  reaching  tidr-watcr  on  the 

Hudson,  during  i        js  of  years,  ending  December  31 795 

ALBANY,    NEW    VORK. 

Description  of  Albany  ;  its  population,  wealtii,  and  enterprise 795 — 797 

Tonnage  entered  and  cleared  at  Albany  during  a  scries  of  yearj 797 

Table  of  the  value  of  the  commerce  of  all  the  tide-water  ports  for  a  series  of  years.  798 
Table  cxliibiting  tlie  proportion  of  each  class  of  property  coming  to  tide-water. . .  798 
Table  showing  tiie  character,  quantity,  and  value  of  the  property  coming  to  tide- 
water on  the  State  canals  during  the  year  1851 799,  800 

Statement  showing  the  value  of  cotton,  hemp,  tobacco,  sugar,  molasses,  pork, 
bacon,  and  lard,  at  New  Orleans,  during  a  series  of  years,  ending  Sop- 

tombcr  1 801 

Statement  of  the  comparative  value  of  j)ropnrty  sent  from  the  seaboard  to  the 

interior,  via  tlic  St.  Lawrence,  the  Hudson,  and  the  Mississippi 802 

Coni[iarativc  statement  showing  an  estimate  of  the  tons  of  some  of  the  principal 
articles  landed  at  tide-water,  and  going  from  thence  to  the  interior,  via  the 

different  routes,  in  1851 803 

Coiiiparativo  statement  showing  tonnage  and  value  of  merchandise  sent  from,  and 
leceivcd  at,  scabord,  by  way  of  the  New  York  canals,  at  St.  Lawrence  and 

Mississippi  rivers,  for  1851 804 

Tabular  statement  sliowing  the  value  of  property  received  at  seaboard  by  ilie  New 

York  canals  and  St.  Lawrence  and  Missi.ssippi  rivers 804 

Statement  of  property  sent  westward  from  Philadelphia  by  railroad  in  1851 805 

Statement  of  property  received  at  Philadelphia  by  railroad  from  the  West  in  1851 .  806 

Comparative  statement  of  upward  tolls  on  tlie  Sus()uelianna  and  tide-water  canals.  807 

Comparative  statement  of  downward  tolls  on  the  Susquehanna  and    tide-water 

oanals 808 

Value  of  produce  received  via  canal  on  the  Hudson  and  at  New  Orleans,  via  Mis- 
sissippi, witii  the  United  States  exports  and  imports 808 

Internal  trade  of  tlie  United  States 809—812 


\>^^ 


794 


